Vehicle and vehicle components

ABSTRACT

A position adjusting arrangement for use in a vehicle includes a seat for supporting a rider, a rear wheel and a front wheel, a steering arrangement including a handle bar for allowing the rider to control the steerable wheel, and a hub for interconnecting the components of the wheeled vehicle. The position adjusting arrangement includes an adjustable seat support arrangement movably connected to the hub, an adjustable handle bar support arrangement movably connected to the hub, and a releasable position locking arrangement configured to lock the position of the components of the vehicle relative to the hub. The hub may include a first portion and second portion, wherein the first and second portions are moveably connected to one another, such as by pivoting, sliding, or a combination of pivoting and sliding.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a divisional application of copending U.S.patent application Ser. No. 16/286,617 filed on Feb. 27, 2019, which isa continuation application of U.S. patent application Ser. No.15/582,663 filed on Apr. 29, 2017 and issued as U.S. Pat. No. 10,227,105on Mar. 12, 2019, which is a continuation application of U.S. patentapplication Ser. No. 14/854,037 filed on Sep. 15, 2015 and issued asU.S. Pat. No. 9,669,894 on Jun. 6, 2017; which is the U.S. NationalStage of International Patent Application No. PCT/US2014/029751 filed onMar. 14, 2014, which claims priority to and the benefit of U.S.Provisional patent application Ser. No. 61/786,586 filed on Mar. 15,2013, the disclosures of which are hereby incorporated herein byreference in their entirety.

BACKGROUND AND FIELD OF THE INVENTION

The present invention relates to methods and arrangements for providingvehicles and vehicle components including suspension systems, steeringsystems, rotational drive systems, ergonomic position adjusting systems,and safety systems.

Present day vehicles have grown to a high level of popularity and manyare highly specialized for certain applications. These specializedapplications impose extraordinary requirements on various vehiclesystems and components. Despite these extraordinary requirements, manyof the basic vehicle systems such as suspension systems, steeringsystems, driveline systems, ergonomic position adjusting systems, andsafety systems have remained relatively unchanged for quite some time.

SUMMARY OF THE INVENTION

In some aspects, the present disclosure provides a suspension system foruse in a vehicle that has a main vehicle body and a suspended assemblythat supports the main body of the vehicle. The suspended assemblyassists in providing directional control of the vehicle and stability ina lateral direction relative to a normal straight-ahead direction oftravel of the vehicle. The suspension system includes a first suspensionarrangement that movably connects the suspended assembly to the mainvehicle body and controls movement of the suspended assembly relative tothe main vehicle body through a range of motion along a first path thatis primarily perpendicular to the lateral direction. The suspensionsystem also includes a second suspension arrangement that controlsmovement of the suspended assembly relative to the main vehicle bodythrough a range of motion along a second path that is also primarilyperpendicular to the lateral direction when the vehicle is traveling inthe normal straight-ahead direction. The second path of the secondsuspension arrangement is different than the first path of the firstsuspension arrangement such that the combination of the range of motionof the first suspension arrangement along the first path and the rangeof motion of the second suspension arrangement along the second pathresult in an overall range of motion for the suspended assembly relativeto the main body that is defined by a surface area when the vehicle istraveling in the normal straight-ahead direction.

In some aspects, the surface area is a planar surface area.

In some aspects, the surface area is a curved surface area.

In some aspects, the first path of the first suspension arrangement isprimarily horizontal and parallel with the normal straight-aheaddirection of travel of the vehicle and the second path of the secondsuspension arrangement is primarily vertical and perpendicular to thenormal straight-ahead direction of travel of the vehicle.

In some aspects, the first path of the first suspension arrangement isoriented at an angle in the range of 0-30 degrees from horizontal.

In some aspects, the suspended assembly that supports the vehicleincludes a component selected from a group of components consisting of awheel, a ski, a skid, a float, and a tread.

In some aspects, the second suspension arrangement movably connects thesuspended assembly to the first suspension arrangement.

In some aspects, the first suspension arrangement includes a telescopicshock absorber having a longitudinal axis with a first end attached tothe main body of the vehicle and a second end that is telescopicallymovable along the longitudinal axis of the telescopic shock absorberrelative to the first end of the telescopic shock absorber and the mainbody of the vehicle. The movable second end of the telescopic shockabsorber controls movement of the suspended assembly relative to themain vehicle body through the range of motion along the first path.

In some aspects, the second suspension arrangement includes anarticulated linkage having a first link, a second link, a third link,and a fourth link with each of the links having a first and a secondspaced apart pivot point. The articulated linkage connects the suspendedassembly to the first suspension arrangement such that 1) the first linkis fixed to the movable second end of the telescopic shock absorber ofthe first suspension arrangement, 2) the first pivot point of the firstlink is pivotally connected to the first pivot point of the second linkat a first articulated linkage pivot point, 3) the second pivot point ofthe first link is pivotally connected to the first pivot point of thethird link at a second articulated linkage pivot point, 4) the secondpivot point of the second link is pivotally connected to the first pivotpoint of the fourth link at a third articulated linkage pivot point, 5)the second pivot point of the third link is pivotally connected to thesecond pivot point of the fourth link at a fourth articulated linkagepivot point, and 6) the fourth link is connected to and supports thesuspended assembly. The second suspension arrangement includes a shockabsorber connected between the first link that is fixed to the movablesecond end of the telescopic shock absorber of the first suspensionarrangement and one of the other links of the articulated linkage. Theshock absorber is connected to the articulated linkage such that itcontrols movement of the suspended assembly relative to the movablesecond end of the telescopic shock absorber of the first suspensionarrangement through the range of motion along the second path.

In some aspects, the suspended assembly is a steerable suspendedassembly with the suspended assembly being connected to the secondsuspension arrangement such that at least portions of the suspendedassembly are rotatable relative to the second suspension arrangementabout a first steering axis.

In some aspects, the rotation of the rotatable portions of the suspendedassembly about the first steering axis is controlled by a steeringassembly selected from a group of steering assemblies consisting of ahydraulic steering assembly, a pneumatic steering assembly, a cablesteering assembly, a rack and pinion steering assembly, and a mechanicalpush rod steering assembly.

In some aspects, the second end of the telescopic shock absorber isrotatable about the longitudinal axis of the telescopic shock absorberrelative to the first end of the telescopic shock absorber and the mainbody of the vehicle thereby providing a second steering axis.

In some aspects, the rotation of the second end of the telescopic shockabsorber is controlled by a steering assembly selected from a group ofsteering assemblies consisting of a hydraulic steering assembly, apneumatic steering assembly, a cable steering assembly, a rack andpinion steering assembly, and a mechanical push rod steering assembly.

In some aspects, the second suspension arrangement movably connects thesuspended assembly to the main vehicle body.

In some aspects, the suspension system includes an articulated linkagethat connects the suspended assembly to the main vehicle body. The firstsuspension arrangement includes a first biasing and dampeningarrangement connected between the main vehicle body and the articulatedlinkage to control movement of the suspended assembly relative to themain vehicle body through the range of motion along the first path. Thesecond suspension arrangement includes a second biasing and dampeningarrangement connected between the main vehicle body and the articulatedlinkage to control movement of the suspended assembly relative to themain vehicle body through the range of motion along the second path.

In some aspects, the first and second biasing and dampening arrangementsare shock absorbers.

In some aspects, a plurality of the links of the articulated linkage arerotational drive transmitting links that include a first and a secondspaced apart hinge point. The spaced apart hinge points each having anassociated axis of rotation that provides a pivot point for thearticulated linkage. Each rotational drive transmitting link includes 1)a driven member that is supported and rotates about the axis of thefirst hinge point of the rotational drive transmitting link and theassociated pivot point of the articulated linkage, 2) a drive memberthat is supported and rotates about the axis of the second hinge pointof the rotational drive transmitting link and the associated pivot pointof the articulated linkage, and 3) a rotational drive mechanism fortransmitting rotational movement from the driven member of therotational drive transmitting link to the drive member of the rotationaldrive transmitting link. The plurality of rotational drive transmittinglinks are connected to one another in series with the second hinge pointof a given one of the rotational drive transmitting links beingpivotally connected to the first hinge point of the next rotationaldrive transmitting link such that the drive member of the givenrotational drive transmitting link rotationally drives the driven memberof the next rotational drive transmitting link to rotate about theassociated pivot point of the articulated linkage thereby providing thetransmission of a rotational drive through the series of rotationaldrive transmitting links.

In some aspects, the rotational drive mechanism is a mechanism selectedfrom the group of mechanisms consisting of a chain drive, a belt drive,a shaft drive, and a gear drive.

In some aspects, each rotational drive transmitting link includes anenclosed space that houses the associated drive member, driven member,and drive mechanism of the rotational drive transmitting link.

In some aspects, the articulated linkage has a first link, a secondlink, a third link, and a fourth link with each of the links having afirst and a second spaced apart pivot point. The articulated linkageconnects the suspended assembly to the main vehicle body such that 1)the first pivot point of the first link and the first pivot point of thefourth link are pivotally connected to one another and pivotallyconnected to the main body of the vehicle at a first articulated linkagepivot point, 2) the second pivot point of the first link is pivotallyconnected to the first pivot point of the second link at a secondarticulated linkage pivot point, 3) the second pivot point of the fourthlink is pivotally connected to the first pivot point of the third linkat a third articulated linkage pivot point, and 4) the second pivotpoint of the second link and the second pivot point of the third linkare pivotally connected to one another at a fourth articulated linkagepivot point. The suspended assembly is connected to a desired portion ofthe articulated linkage. The first suspension arrangement includes afirst biasing and dampening arrangement connected between the mainvehicle body and one of the links of the articulated linkage to controlmovement of the suspended assembly relative to the main vehicle bodythrough the range of motion along the first path. The second suspensionarrangement includes a second biasing and dampening arrangementconnected between the main vehicle body and another one of the links ofthe articulated linkage to control movement of the suspended assemblyrelative to the main vehicle body through the range of motion along thesecond path.

In some aspects, the first and second biasing and dampening arrangementsare shock absorbers.

In some aspects, the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

In some aspects, the suspension system includes a sensing arrangementfor sensing certain characteristics of the movement of the suspensionsystem and the suspension system includes an arrangement for modifyingthe function of elements of the suspension system in response to thecertain characteristics sensed by the sensing arrangement.

In some aspects, the present disclosure provides a rotational drivetransmission for use in a vehicle. The transmission includes anarticulated linkage having a plurality of rotational drive transmittinglinks that each have a first and a second spaced apart hinge point. Thespaced apart hinge points each have an associated axis of rotation thatprovides a pivot point for the articulated linkage. Each rotationaldrive transmitting link includes 1) a driven member that is supportedand rotates about the axis of the first hinge point of the rotationaldrive transmitting link and the associated pivot point of thearticulated linkage, 2) a drive member that is supported and rotatesabout the axis of the second hinge point of the rotational drivetransmitting link and the associated pivot point of the articulatedlinkage, and 3) a rotational drive mechanism for transmitting rotationalmovement from the driven member of the rotational drive transmittinglink to the drive member of the rotational drive transmitting link. Theplurality of rotational drive transmitting links are connected to oneanother in series with the second hinge point of a given one of therotational drive transmitting links being pivotally connected to thefirst hinge point of a next rotational drive transmitting link such thatthe drive member of the given rotational drive transmitting linkrotationally drives the driven member of the next rotational drivetransmitting link to rotate about the associated pivot point of thearticulated linkage thereby providing the transmission of a rotationaldrive through the series of rotational drive transmitting links.

In some aspects, the rotational drive mechanism for transmittingrotational movement from the driven member of one of the rotationaldrive transmitting links to the drive member of that rotational drivetransmitting link includes a shifting arrangement for changing the driveratio between the driven member and the drive member of that rotationaldrive transmitting link.

In some aspects, the shifting arrangement includes a selectingarrangement for selecting any given one of a plurality of differentdrive ratios.

In some aspects, the rotational drive mechanism is a mechanism selectedfrom the group of mechanisms consisting of a chain drive, a belt drive,a shaft drive, and a gear drive.

In some aspects, each rotational drive transmitting link includes anenclosed space that houses the associated drive member, driven member,and drive mechanism of the rotational drive transmitting link.

In some aspects, the transmission includes a first and a secondrotational drive transmitting link. The vehicle is a wheeled vehiclethat includes a main body, a suspended wheel assembly including a drivewheel that supports the main body of the vehicle, a suspension systemfor connecting the suspended wheel assembly to the main body of thevehicle, and a crank set assembly having a crank set rotational axis,the crank set allowing a rider of the vehicle to input a rotationaldrive about the crank set rotational axis. The articulated linkageprovides at least a portion of the suspension system for connecting thesuspended wheel assembly to the main body of the vehicle. The firstrotational drive transmitting link is pivotally connected to the mainbody of the vehicle with the driven member of the first rotational drivetransmitting link being rotationally connected to the crank set assemblysuch that the rotational drive input from the rider drives the drivenmember of the first rotational drive transmitting link. The drive wheelis rotationally connected to the drive member of the second rotationaldrive transmitting link such that the drive member of the secondrotational drive transmitting link drives the drive wheel therebycausing the rotational drive input from the rider to drive the drivewheel.

In some aspects, the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

In some aspects, the present disclosure provides a rear wheel suspensionadjusting arrangement for use in a vehicle including a frame having afront and a back, a suspended rear drive wheel that supports the frame,and a suspension system for connecting the rear drive wheel to theframe. The suspension adjusting arrangement includes a configurationadjusting arrangement for changing the positioning of the suspensionsystem relative to the frame such that the suspension system may bemoved into an uphill configuration when the vehicle is traveling uphilland such that the suspension system may be moved into a downhillconfiguration when the vehicle is traveling downhill. The suspensionadjusting arrangement also includes an activating arrangement foractivating the configuration adjusting arrangement to cause theconfiguration adjusting arrangement to change the positioning of thesuspension system relative to the frame while the vehicle is being used.

In some aspects, the vehicle includes a front wheel and the vehicle hasa wheel base that is defined by the distance between the front wheel andthe rear wheel. The suspension adjusting arrangement changes the wheelbase of the vehicle as the configuration adjusting arrangement moves thesuspension system between the uphill configuration and the downhillconfiguration.

In some aspects, the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

In some aspects, the activating arrangement includes a sensorarrangement for sensing when the vehicle is traveling uphill anddownhill.

In some aspects, the activating arrangement is manually controlled by anoperator of the vehicle.

In some aspects, the configuration adjusting arrangement includes anactuator selected from the group of actuators consisting of a motorizedactuator, a pneumatic actuator, a hydraulic actuator, a cable drivenactuator, a push rod driven actuator, and a magnetic actuator.

In some aspects, the vehicle further includes a crank set assemblyhaving a crank set rotational axis. The crank set is configured to allowa rider to input a rotational drive about the crank set rotational axisfor driving the rear drive wheel. The rear wheel has a rear wheel axisand the suspension system has an effective swing arm length that extendsfrom the crank set rotational axis to the rear wheel axis. Theconfiguration adjusting arrangement decreases the effective swing armlength when the vehicle is traveling uphill and increases the effectiveswing arm length when the vehicle is traveling downhill.

In some aspects, the activating arrangement includes a pivoting memberthat is pivotally connected to the frame of the vehicle about a pivotingmember rotational axis that is parallel to, but spaced apart from, thecrank set rotational axis. The crank set rotational axis is locatedbelow the pivoting member rotational axis when the vehicle is in anupright position such that the weight of the rider on the crank setcauses the pivoting member to pivot causing the crank set rotationalaxis to move toward the front of the frame when the vehicle is travelingdownhill and causing the crank set rotational axis to move toward therear of the frame when the vehicle is traveling uphill. Theconfiguration adjusting arrangement includes a suspension pivot pointthat is located on the pivoting member above the pivoting memberrotational axis when the vehicle is in the upright position. Thesuspension system is pivotally connected to the suspension pivot pointof the pivoting member of the suspension adjusting arrangement such thatthe weight of the rider on the crank set causes the pivoting member topivot with the suspension pivot point moving toward the rear of theframe causing the suspension system to move into a downhillconfiguration when the vehicle is traveling downhill and with thesuspension pivot point moving toward the front of the frame causing thesuspension system to move into a uphill configuration when the vehicleis traveling uphill.

In some aspects, the suspension adjusting arrangement includes adampening arrangement for dampening the speed of the pivoting of thepivoting member of the activating arrangement.

In some aspects, the present disclosure provides a steering system foruse in a wheeled vehicle that has a main vehicle body and a steerablewheel that supports the main body of the vehicle. The steerable wheelhas a wheel axis around which the wheel rotates in a wheel rotationplane that is perpendicular to the wheel axis. The steerable wheelassists in providing directional control of the vehicle and stability ina lateral direction relative to a normal straight-ahead direction oftravel for the vehicle. The steering system includes a first steeringarrangement that controls movement of the steerable wheel relative tothe main vehicle body such that the steerable wheel pivots about a firststeering axis. The steering system also includes a second steeringarrangement that controls movement of the steerable wheel relative tothe main vehicle body such that the steerable wheel pivots about asecond steering axis, the second steering axis being different than thefirst steering axis.

In some aspects, the first steering axis is primarily vertical allowingthe first steering arrangement to move the steerable wheel through arange of motion that pivots the wheel rotation plane of the steerablewheel relative to the normal straight-ahead direction of travel. Also,the second steering axis is primarily horizontal allowing the secondsteering arrangement to move the steerable wheel through a range ofmotion that tilts the wheel rotation plane of the steerable wheelrelative to the normal straight-ahead direction of travel.

In some aspects, the second steering axis of the second steeringarrangement is oriented at an angle in the range of 0-30 degrees fromhorizontal.

In some aspects, the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

In some aspects, the present disclosure provides a steering system foruse in a vehicle that includes a main vehicle body, a suspended assemblythat supports the main body of the vehicle, and a suspension arrangementfor connecting the suspended assembly to the main body of the vehicle.The suspended assembly assists in providing directional control of thevehicle. The steering system includes an axle that makes up a portion ofthe suspended assembly. The axle has an axle rotational axis and twobearing surfaces that are spaced apart from one another along the axlerotational axis and the axle defines an opening within the axle that islocated between the two spaced apart bearing surfaces. The steeringsystem also includes a steering arrangement that is located within theopening within the axle. The steering arrangement defines a steeringaxis and the steering arrangement is rotatably connected to the axlesuch that the axle is movable about the steering axis. The steeringsystem further includes a steering actuator that is connected to thesteering arrangement such that the steering actuator controls themovement of the axle about the steering axis.

In some aspects, the suspended assembly that supports the vehicleincludes a component selected from a group of components consisting of awheel, a ski, a skid, a float, and a tread.

In some aspects, the vehicle is a human powered, wheeled vehicleselected from the group of vehicles consisting of a bicycle, a tricycle,and a quadracycle.

In some aspects, the opening within the axle has a shape selected fromthe group of shapes consisting of a cylinder, a sphere, a combination ofportions of a sphere, and a combination of one or more cylinders andportions of a sphere.

In some aspects, the steering actuator includes a steering assemblyselected from a group of steering assemblies consisting of a hydraulicsteering assembly, a pneumatic steering assembly, a cable steeringassembly, a rack and pinion steering assembly, and a mechanical push rodsteering assembly.

In some aspects, portions of the steering actuator are enclosed withinportions of the suspension arrangement.

In some aspects, the present disclosure provides a position adjustingarrangement for use in a wheeled vehicle including a seat for supportinga rider, a plurality of wheels with at least one of the wheels being asteerable wheel, a steering arrangement having a handle bar for allowingthe rider to control the steerable wheel, and a hub for interconnectingthe components of the vehicle. The position adjusting arrangementincludes an arrangement for connecting the wheels to the hub and anadjustable seat support arrangement for connecting the seat to the hub.The adjustable seat support arrangement is movably connected to the hub.The position adjusting arrangement also includes an adjustable handlebar support arrangement for connecting the handle bar to the hub. Theadjustable handle bar support arrangement is movably connected to thehub. The position adjusting arrangement further includes a releasableposition locking arrangement that is releasable by the rider when therider is riding the vehicle. The position locking arrangement isconfigured to lock the relative positions of the hub, the adjustableseat support arrangement, and the adjustable handle bar supportarrangement when the position locking arrangement is not released by therider.

In some aspects, the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

In some aspects, the position adjusting arrangement further includes avariable length link for connecting the adjustable seat supportarrangement to the adjustable handle bar support arrangement. Thevariable length link has a first end that is pivotally connected to theadjustable handle bar support arrangement and a second end that ispivotally connected to the adjustable seat support arrangement. Theposition locking arrangement includes a link locking arrangement forlocking the variable length link at a desired length.

In some aspects, the adjustable seat support arrangement and theadjustable handle bar support arrangement are pivotally connected to oneanother at a same pivot point that they are pivotally connected to thehub.

In some aspects, the hub includes a first portion that is connected tothe wheels, a second portion that is connected to the adjustable seatsupport arrangement and the adjustable handle bar support arrangement,and a hub positioning arrangement that is configured to allow the firstportion of the hub to move relative to the second portion of the hub.The position locking arrangement includes a hub position lockingarrangement for locking the position of the first portion of the hubrelative to the second portion of the hub.

In some aspects, the hub positioning arrangement includes a slidabletrack connecting the first portion of the hub to the second portion ofthe hub.

In some aspects, the second portion of the hub is connected to the firstportion of the hub and the hub positioning arrangement is provided bythe pivoting of the second portion of the hub relative to the firstportion of the hub.

In some aspects, the present disclosure provides a signal arrangementfor use in a vehicle by a vehicle operator to indicate the intentions ofthe operator of the vehicle. The signal arrangement includes a pluralityof signaling elements configured to indicate the operator's intention tocontinue traveling in a primarily straight-ahead direction.

In some aspects, the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

In some aspects, the plurality of signaling elements include a pluralityof vertically spaced apart, upwardly pointing, lighted arrows that arecontrolled to illuminate in sequence from the lowermost arrow to theuppermost arrow when the operator activates the signal arrangement toindicate the intention to continue traveling in the primarilystraight-ahead direction.

In some aspects, the present disclosure provides a bicycle seat forsupporting a bicycle rider on a bicycle. The bicycle seat includes asaddle for supporting the rider when the bicycle seat is attached to thebicycle. The saddle has a nose portion located at the front of thesaddle when the seat is attached to the bicycle. The bicycle seat alsoincludes a seat mount having a first end configured to allow the bicycleseat to be attached to the bicycle and a second end that is pivotallyconnected to the saddle such that the seat mount supports the saddle andsuch that the nose portion of the saddle is free to pivot relative tothe seat mount when the seat is attached to the bicycle. The bicycleseat further includes a biasing arrangement connected between the seatmount and the nose portion of the saddle for biasing the nose portion ofthe saddle into a desired position when the seat is attached to thebicycle. The biasing arrangement allows the nose portion of the saddleto pivot downward relative to the rider when pressure is applied to thenose portion of the saddle.

In some aspects, the bicycle includes a frame and the seat mountincludes a seat post for attaching the seat to the frame, the seat postbeing slidably connected to the frame to allow the position of the seatto be adjusted relative to the frame.

In some aspects, the present disclosure provides a collision impactreduction system for reducing the impact force associated with acollision on a passenger in a passenger carrying vehicle. The collisionimpact reduction system including a suspended passenger compartment forcarrying at least one passenger. The suspended passenger compartment issupported within the vehicle such that the suspended passengercompartment is movable within the vehicle in at least one direction inresponse to the vehicle colliding with another object. The collisionimpact reduction system also includes at least one shock absorbing mountfor supporting the suspended passenger compartment within the vehicle.The shock absorbing mount is attached between the suspended passengercompartment and another portion of the vehicle to dampen the impactforce associated with the collision that is transferred from the vehicleto the suspended passenger compartment and passenger in the at least onedirection that the suspended passenger compartment is able to movewithin the vehicle.

In some aspects, the collision impact reduction system further includesa guide track that extends in a longitudinal direction within thevehicle. The suspended passenger compartment is connected to the guidetrack such that the suspended passenger compartment is movable in thelongitudinal direction.

In some aspects, the suspended passenger compartment is connected to theguide track such that the suspended passenger compartment may also pivotabout the longitudinal direction of the guide track.

In some aspects, the at least one shock absorbing mount includes a frontshock absorbing mount and a rear shock absorbing mount. The front shockabsorbing mount is configured to dampen a frontal impact to the vehicleand the rear shock absorbing mount is configured to dampen a rear impactto the vehicle.

In some aspects, the at least one shock absorbing mount is provided by ashock absorbing mount selected from the group consisting of a shockabsorber, a foam mount, and a polymer mount.

In some aspects, the suspended passenger compartment includes a rollbar.

In some aspects, the vehicle includes a steering system having asteering wheel located within the suspended passenger compartment forsteering the vehicle. The steering system is configured to allowmovement of the steering wheel with the suspended passenger compartmentrelative to the rest of the vehicle while maintaining steering controlof the vehicle with the steering wheel.

In some aspects, the steering system is a steering system selected fromthe group of steering systems consisting of a steering system having atelescoping articulated linkage, an electric steering system, ahydraulic steering system, a pneumatic steering system and amagnetically coupled steering system.

These and other objects, advantages, purposes and features of thisinvention will become apparent upon review of the followingspecification in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a bicycle in accordance with aspects of thepresent invention.

FIG. 2 is a side view of a front suspension system in accordance withaspects of the present invention in a heavily loaded or compressedposition.

FIG. 3 is a side view of a front suspension system of FIG. 2 in anunloaded position.

FIG. 4 is a side view of a rear suspension system and a rotational drivetransmission in accordance with aspects of the present invention.

FIG. 5 is a schematic drawing of a suspension adjusting system inaccordance with aspects of the present invention.

FIG. 6 is a side view of portions of the rear suspension system and therotational drive transmission of FIG. 4.

FIG. 7 is a top view of portions of the rear suspension system and therotational drive transmission of FIG. 4.

FIG. 8 is a perspective view of a multi-axis steering system inaccordance with aspects of the present invention.

FIG. 9 is a rear perspective view of a portion of the multi-axissteering system of FIG. 8.

FIG. 10 is a side view of a position adjusting arrangement in accordancewith aspects of the present invention.

FIG. 11 is a side view of the position adjusting arrangement of FIG. 10in a second configuration.

FIG. 12 is a side view of another embodiment of a position adjustingarrangement and a suspension adjusting arrangement in accordance withaspects of the present invention.

FIGS. 13a, 13b, 13c, 13d, 13e, and 13f are rear views of a signalarrangement in accordance with aspects of the present invention.

FIG. 14 is a side perspective view of a bicycle seat in accordance withaspects of the present invention.

FIG. 15 is a perspective view of a first embodiment of a collisionimpact reduction system in accordance with aspects of the presentinvention.

FIG. 16 is a rear view of the collision impact reduction system of FIG.15.

FIG. 17 is a perspective view of another embodiment of a vehicle inaccordance with aspects of the present invention.

Like reference numerals in the various drawings indicate like elements.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Aspects of the present disclosure relate to methods and arrangements forproviding suspension systems, steering systems, rotational drivesystems, ergonomic position adjusting systems, safety systems, and othervehicle systems and components. In the following description, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. However, it will be obvious toone skilled in the art that the present invention may be embodied in awide variety of specific configurations. Also, well known vehiclecomponents and hardware have not been described in detail herein inorder not to unnecessarily obscure the present invention.

Some aspects of the present disclosure relate to methods andarrangements for providing variable path suspension systems that may beused in vehicles such as bicycles, motorcycles, automobiles, off-roadvehicles, or any other desired vehicle. In accordance with aspects ofthis disclosure, these variable path suspension systems may utilizemultiple suspension arrangements to allow a suspended assembly such as awheel, tread, ski, skid, float, or any other desired suspended assemblyto move along a variable path relative to the rest of the vehicle. Theuse of a variable path may allow the suspension system to respond to awide variety of obstacles or terrain while providing improved stabilityand control of the vehicle.

Turning to the drawings, wherein like components are designated by likereference numerals throughout the various figures, attention isinitially directed to FIG. 1. This figure illustrates a first embodimentof a vehicle 100 designed in accordance with this disclosure. In thisexample, vehicle 100 takes the form of a bicycle that includes a frontsuspension system 102 and a rear suspension system 104, both of whichare designed in accordance with aspects of this disclosure. Althoughsuspension systems 102 and 104 will be described initially as being partof a bicycle, it should be understood that the suspension systems of thepresent disclosure may be used in a wide variety of applications and arenot limited to bicycles. Instead, these suspension systems may be usedin any desired application including a wide variety of vehicles such asmotorcycles, automobiles, trucks, off-road vehicles, or any other typeof vehicle.

As illustrated in FIG. 1, vehicle 100 includes a main vehicle body 106and two suspended assemblies 108 and 110 that are configured to supportmain body 106 of vehicle 100. In this embodiment, main body 106 includesa hub arrangement 112, a seat support arrangement 114, and a handle barsupport arrangement 116. Suspended assembly 108 includes a front wheel118 that is movably connected to main body 106 of vehicle 100 usingfront suspension system 102. Suspended assembly 110 includes a rearwheel 120 that is movably connected to main body 106 of vehicle 100using rear suspension system 104. Suspended assemblies 108 and 110 areconfigured to support vehicle 100 and assist in providing directionalcontrol of the vehicle and stability in a lateral direction relative toa normal straight-ahead direction of travel of the vehicle.

As will be described in more detail hereinafter, front suspension system102 and rear suspension system 104 of vehicle 100 are differentvariations of suspension systems that are both designed in accordancewith aspects of this disclosure. Although front suspension system 102will be described herein as being a suspension system for a steerablefront wheel of a bicycle and rear suspension system 104 will bedescribed herein as being a suspension system for a rear wheel of abicycle, it should be understood that the invention is not limited tothese specific applications. Instead, various aspects of frontsuspension system 102 and/or rear suspension system 104 may be used toprovide a suspension system for a front wheel or a rear wheel for anydesired vehicle. Furthermore, it should be understood that aspects ofthe suspension arrangements described herein may be used in any desiredsuspended assembly in any desired application and remain within thescope of the invention. This includes suspended assemblies that havesupport elements such as a wheel, a ski, a skid, a float, a tread, orany other support element for a suspended assembly.

Referring now to FIGS. 1-3, a first embodiment of a suspension system inaccordance with aspects of this disclosure will be described in moredetail with reference to front suspension system 102. Front suspensionsystem 102 includes a first suspension arrangement 122 that movablyconnects suspended assembly 108 (which in this example includes wheel118) to hub arrangement 112 and main vehicle body 106. First suspensionarrangement 122 controls the movement of suspended assembly 108 relativeto main vehicle body 106 through a range of motion along a first path124 that is primarily perpendicular to the lateral direction relative tothe normal straight-ahead direction of travel of vehicle 100. Thisallows front suspension system 102 to support main body 106 of vehicle100 while also providing lateral stability to the vehicle. In thisexample, path 124 is primarily horizontal and parallel with the normalstraight-ahead direction of travel of the vehicle.

Front suspension system 102 also includes a second suspensionarrangement 126 that controls movement of suspended assembly 108relative to main vehicle body 106 through a range of motion along asecond path 128 that is also primarily perpendicular to the lateraldirection when vehicle 100 is traveling in the normal straight-aheaddirection. This again allows front suspension system 102 to support mainbody 106 of vehicle 100 while also providing lateral stability to thevehicle. In this example, path 128 is primarily vertical andperpendicular to the normal straight-ahead direction of travel of thevehicle.

In accordance with some aspects of this disclosure, second path 128 ofsecond suspension arrangement 126 is different than first path 124 offirst suspension arrangement 122. With this configuration, frontsuspension system 102 may use the combination of the range of motion offirst suspension arrangement 122 and the range of motion of secondsuspension arrangement 126 to provide an overall range of motion for thesuspended assembly relative to the main body that is defined by asurface area when the vehicle is traveling in the normal straight-aheaddirection. As is the case in the embodiment being described, thissurface area may be defined by a planar surface area in configurationsin which the first path and the second path fall entirely within acommon plane. Alternatively, as will be described in more detailhereinafter, this surface area may be defined by a curved surface areain configurations in which at least one of the first or second paths isa curved path that is not entirely coplanar with the other path.

Although first path 124 associated with first suspension arrangement 122has been described as being primarily horizontal and second path 128associated with second suspension arrangement 126 has been described asbeing primarily vertical, this is not a requirement. Instead, it shouldbe understood that first and second suspension arrangements 122 and 126may be oriented in any desired manner and remain within the scope of theinvention. This may cause first and second paths 124 and 128 to be pathsthat are not primarily horizontal and vertical. As would be understoodby one skilled in the art, the variable path feature associated withusing a first and a second suspension arrangement as described hereinwould be provided regardless of the orientation or angles of the firstand second paths associated with the two suspension arrangements so longas the two paths are different from one another.

In the specific embodiment of front suspension system 102 that is beingdescribed, suspended assembly 108 and front wheel 118 are steerable. Asillustrated in FIGS. 1-3, second suspension arrangement 126 movablyconnects suspended assembly 108 to first suspension arrangement 122.First suspension arrangement 122 then movably connects suspendedassembly 108 and second suspension arrangement 126 to main vehicle body106. In other words, second suspension arrangement 126 is only connectedto main vehicle body 106 through first suspension arrangement 122 inthis specific embodiment. As will be described in more detailhereinafter, this configuration allows the use of a multi-axis steeringsystem.

In vehicle 100, first suspension arrangement 122 of front suspensionsystem 102 includes a telescopic shock absorber 130 having alongitudinal axis 132 with a first end 134 and a second end 136. Firstend 134 of telescoping shock absorber 130 is attached to hub arrangement112 of main vehicle body 106. Second end 136 of telescoping shockabsorber 130 is telescopically movable along longitudinal axis 132 oftelescopic shock absorber 130 relative to first end 134 of thetelescopic shock absorber 130 and main vehicle body 106. Movable secondend 136 of telescopic shock absorber 130 controls movement of secondsuspension arrangement 126 and therefore suspended assembly 108 relativeto main vehicle body 106 through the range of motion along first path124.

As shown best in FIGS. 2 and 3, second suspension arrangement 126includes an articulated linkage 138 having a first link 140, a secondlink 142, a third link 144, and a fourth link 146. Each of the links hasa first and a second spaced apart pivot point. Articulated linkage 138connects suspended assembly 108 to first suspension arrangement 122 withfirst link 140 being fixed to movable second end 136 of telescopic shockabsorber 130 of first suspension arrangement 122. The first pivot pointof first link 140 is pivotally connected to the first pivot point ofsecond link 142 at a first articulated linkage pivot point 148. Thesecond pivot point of first link 140 is pivotally connected to the firstpivot point of third link 144 at a second articulated linkage pivotpoint 150. The second pivot point of second link 142 is pivotallyconnected to the first pivot point of fourth link 146 at a thirdarticulated linkage pivot point 152. And finally, the second pivot pointof third link 144 is pivotally connected to the second pivot point offourth link 146 at a fourth articulated linkage pivot point 154. Thisconfiguration provides articulated linkage 138 which controls themovement of suspended assembly 108 along second path 128.

As illustrated in FIGS. 1-3, fourth link 146 of second suspensionarrangement 126 is connected to, and supports suspended assembly 108. Invehicle 100, suspension assembly 108 includes a wheel hub 156 that isconfigured to support wheel 118. Second suspension arrangement 126further includes a shock absorber 158 that is connected between firstlink 140 and one of the other links of the articulated linkage. In thisembodiment, shock absorber 158 is connected to articulated linkage 138such that it controls movement of suspended assembly 108 relative tomovable second end 136 of telescopic shock absorber 130 of firstsuspension arrangement 122 through the range of motion along second path128. Shock absorber 158 also biases articulated linkage 138 into aposition that allows front suspension system 102 to support main vehiclebody 106 while allowing for the range of motion of suspensionarrangement 126 along path 128.

As shown best in FIGS. 2 and 3, in this specific embodiment, shockabsorber 158 is pivotally mounted to first link 140 of articulatedlinkage 138 at a pivot point 159. This embodiment of second suspensionarrangement 126 also includes a linkage made up of a rocker arm 160 anda pull link 161 for connecting the movable end of shock absorber 158 tosecond link 142. Rocker arm 160 is pivotally connected to first link 140of articulated linkage 138 at pivot point 150 such that rocker arm 160is free to pivot about pivot point 150. This is the same pivot pointthat third link 144 is pivotally connected to first link 140. Rocker aim160 further includes two additional spaced apart pivot points and pulllink 161 also includes two spaced apart pivot points. With this specificlinkage, one of the additional spaced apart pivot points of rocker arm160 is pivotally connected to the movable end of shock absorber 158 at apivot point 162. One of the spaced apart pivot points of pull link 161is pivotally connected to the other additional spaced apart pivot pointof rocker arm 160 at a pivot point 163. And finally, the other spacedapart pivot point of pull link 161 is pivotally connected to second link142 of articulated linkage 138 at a pivot point 164.

With the above described configuration, as second link 142 pivots aboutits first pivot point 148 in response to movements of suspensionarrangement 126, pull link 161 is forced to move as pivot point 164 onsecond link 142 moves. This movement of pull link 161 causes rocker arm160 to move and pivot about pivot point 150 since rocker arm 160 ispivotally connected to pull link 161 at pivot point 163. This pivotingof rocker arm 160 causes movement of the movable end of shock absorber158 since rocker aim 160 is pivotally connected to the movable end ofshock absorber 158 at pivot point 162. In this specific embodiment,shock absorber 158 is a compression type shock absorber with arelatively central connection point 159 for pivotally connecting thebody of shock absorber 158 to first link 140 of articulated linkage 138.This relatively central connection point 159 of shock absorber 158 isused in this example to minimize the change of the resistance rate thatcan occur as a result of the changing angle of the shock absorber as thelength changes during the articulation of the connected linkage.

Although the specific embodiment of articulated linkage 138 shown inFIGS. 2 and 3 has been described as including rocker arm 160, this isnot required. Instead, as would be understood by one skilled in the art,articulated linkage 138 and the arrangement for controlling the motionof linkage may be provided by a wide variety of suitable and readilyprovidable articulated linkages and arrangements for controlling themotion of the linkage. Furthermore, although suspension arrangement 126has been described as including shock absorber 158 as an arrangement forbiasing articulated linkage into a desired configuration and controllingthe movement of suspension arrangement 126 along path 128, this is not arequirement. Instead, any suitable and readily providable biasing and/ordampening arrangement may be used. This includes various springarrangements with separate dampeners, compressible foam or polymermounts, torsion bars with dampeners, or any other suitable and readilyprovidable biasing and/or dampening arrangement.

Although first suspension arrangement 122 of vehicle 100 has beendescribed as being provided by a telescoping shock absorber and secondsuspension arrangement 126 of vehicle 100 has been described as beingprovided by an articulated linkage with an additional shock absorber,this is not a requirement of the invention. Instead, it should beunderstood that the first and second suspension arrangements may beprovided by any suitable and readily providable suspension arrangement.This includes various spring suspension arrangements with separatedampeners, compressible foam or polymer mounts, torsion bars withdampeners, various multi-link suspension arrangements, or any othersuitable and readily providable suspension arrangement.

As mentioned above, suspended assembly 108 may be a steerable suspendedassembly as illustrated best in FIGS. 2 and 3. In this embodiment,steerable suspended assembly 108 is connected to second suspensionarrangement 126 such that at least portions of steerable suspendedassembly 108 are rotatable relative to second suspension arrangement 126about a first steering axis 166. In the case of vehicle 100, wheel hub156 is pivotally connected to fourth link 146 of articulated linkage 138such that wheel hub 156 may pivot about first steering axis 166. As willbe described in more detail hereinafter, the rotation or pivoting of therotatable portions of the suspended assembly about first steering axis166 may be controlled by any suitable and readily providable steeringassembly. This may include, but is not limited to a hydraulic steeringassembly, a pneumatic steering assembly, a cable steering assembly, arack and pinion steering assembly, or a mechanical push rod steeringassembly.

In accordance with another aspect of this disclosure, second end 136 oftelescopic shock absorber 130 may be rotatable about longitudinal axis132 of telescopic shock absorber 130 relative to first end 134 of thetelescopic shock absorber 130 and main body 106 of vehicle 100. Thisconfiguration of telescoping shock absorber 130 provides a secondsteering axis 168 that corresponds to longitudinal axis 132 oftelescoping shock absorber 130. As will be described in more detailhereinafter, the rotation or pivoting of second end 136 of telescopingshock absorber 130 causes second suspension arrangement 126 andsuspended assembly 108 to rotate or pivot about second steering axis168. This rotation or pivoting of second end 136 of telescoping shockabsorber 130 may be controlled by any suitable and readily providablesteering assembly. This may include, but is not limited to a hydraulicsteering assembly, a pneumatic steering assembly, a cable steeringassembly, a rack and pinion steering assembly, or a mechanical push rodsteering assembly.

Depending upon the specific requirements of a particular application,the first suspension arrangement, and therefore the range of motion ofthe first suspension arrangement along the first path, may be orientedin any desired orientation relative to the vehicle. For example, asillustrated best in FIG. 1, first suspension arrangement 122 and firstpath 124 may be primarily horizontal and parallel with the normalstraight-ahead direction of travel of vehicle 100. However, as alsoillustrated in FIG. 1, first suspension arrangement 122 and first path124 may be oriented at a slight angle from horizontal. For example, thisangle may be in the range of 0-30 degrees from horizontal. Setting thisangle to a particular angle for a specific application may allow theoverall suspension system to be tuned to provide a desired set ofoperating characteristics for the specific application.

In a similar manner, the specific configuration of second suspensionarrangement 126 determines the relative shape and orientation of therange of motion of suspended assembly 108 along second path 128. In theembodiment described above, second path 128 is a linear curved pathrelative to the position of second suspension arrangement 126. Again, itshould be understood that the specific configuration of secondsuspension arrangement 126 may be arranged to provide desired suspensioncharacteristics. This ability to design the configuration of thesuspension system to provide desired suspension characteristics againallows the overall suspension system to be tuned to provide a specificset of operating characteristics for a specific application.

As mentioned above, the combination of the ability of second suspensionarrangement 126 to move through a range of motion along second path 128and first suspension arrangement 122 to move through a range of motionalong first path 124 allows suspended assembly 108 to move through avariable path. In accordance with aspects of this disclosure, thisvariable path suspension system may be used to allow the suspensionsystem to respond to a wide variety of obstacles or terrain whileproviding improved stability and control of the vehicle.

As also mentioned above, the combination of the range of motion of firstsuspension arrangement 122 and the range of motion of second suspensionarrangement 126 provide an overall range of motion for the suspendedassembly relative to the main body that is defined by a surface areawhen the vehicle is traveling in the normal straight-ahead direction.However, it should be understood that the addition of a second steeringaxis such as second steering axis 168 as described above for telescopingshock absorber 130 introduces another degree of freedom for an overallsuspension system such as suspension system 102. This means thatsuspension system 102 still provides a range of motion for the suspendedassembly relative to the main body that is defined by a surface areawhen the vehicle is traveling in the normal straight-ahead direction.However, this configuration also allows an overall range of motion forsuspended assembly 108 relative to main body 106 that is defined by avolume rather than a surface area when the range of motion associatedwith the pivoting of the second steering axis is included in the overallrange of motion of the suspended assembly relative to the main vehiclebody.

Referring now to FIGS. 1 and 4, a second embodiment of a suspensionsystem in accordance with aspects of this disclosure will be describedin more detail with reference to rear suspension system 104. In a mannersimilar to that described above for front suspension system 102,suspension system 104 includes a first suspension arrangement 170 thatmovably connects suspended assembly 110 (which in this example includesrear wheel 120) to hub arrangement 112 of main vehicle body 106. Firstsuspension arrangement 170 controls movement of suspended assembly 110relative to main vehicle body 106 through a range of motion along afirst path 172 that is primarily perpendicular to the lateral directionwhen the vehicle is traveling in the normal straight-ahead direction.This allows rear suspension system 104 to support main body 106 ofvehicle 100 while also providing lateral stability to the vehicle. Inthis example, path 172 is primarily horizontal and parallel with thenormal straight-ahead direction of travel of the vehicle.

Rear suspension system 104 also includes a second suspension arrangement174 that controls movement of suspended assembly 110 relative to mainvehicle body 106 through a range of motion along a second path 176 thatis also primarily perpendicular to the lateral direction when vehicle100 is traveling in the normal straight-ahead direction. This againallows rear suspension system 104 to support main body 106 of vehicle100 while also providing lateral stability to the vehicle. In thisexample, path 176 is primarily vertical and perpendicular to the normalstraight-ahead direction of travel of the vehicle.

In accordance with aspects of this disclosure, second path 176 of secondsuspension arrangement 174 is different than first path 172 of firstsuspension arrangement 170. With this configuration, rear suspensionsystem 104 may use the combination of the range of motion of firstsuspension arrangement 170 along first path 172 and the range of motionof second suspension arrangement 174 along second path 176 to provide acombined range of motion for suspended assembly 110 relative to mainbody 106 that is defined by a surface area. In the embodiment beingdescribed, this surface area is defined by a planar surface area. Asmentioned above and in accordance with aspects of this disclosure, thisconfiguration allows suspended assembly 110 to move through a variablepath relative to main vehicle body 106 in response to obstacles. Thisvariable path suspension system may be used to allow the suspensionsystem to respond to a wide variety of obstacles or terrain whileproviding improved stability and control of the vehicle.

Although first path 172 associated with first suspension arrangement 170has been described as being primarily horizontal and second path 176associated with second suspension arrangement 174 has been described asbeing primarily vertical, this is not a requirement. Instead, asmentioned above for front suspension system 102, the suspensionarrangements may be oriented in any desired manner such that the pathsdefined by the range of motion associated with the suspensionarrangements are oriented at any desired orientation or angle relativeto the direction of travel of the vehicle. It should be understood thatany of these configurations remain within the scope of the invention.

As illustrated best in FIG. 4, suspension system 104 includes anarticulated linkage 178 that connects suspended assembly 110 to hubarrangement 112 of main vehicle body 106. In this embodiment, firstsuspension arrangement 170 includes a first biasing and dampeningarrangement 180 connected between hub arrangement 112 of main vehiclebody 106 and articulated linkage 178 to control movement of suspendedassembly 110 relative to main vehicle body 106 through the range ofmotion along first path 172. Second suspension arrangement 174 includesa second biasing and dampening arrangement 182 connected between hubarrangement 112 of main vehicle body 106 and articulated linkage 178 tocontrol movement of suspended assembly 110 relative to main vehicle body106 through the range of motion along second path 176.

In the embodiment being described, first and second biasing anddampening arrangements 180 and 182 are pull shocks. However, asmentioned above, this is not a requirement. Instead, any suitable andreadily providable biasing and dampening arrangement may be used. Thisincludes various spring arrangements with separate dampeners,compressible foam or polymer mounts, torsion bars with dampeners, or anyother suitable and readily providable biasing and dampening arrangement.

In the case of suspension system 104, articulated linkage 178 includes afirst link 184, a second link 186, a third link 188, and a fourth link190. Each of the links has a first and a second spaced apart pivotpoint. In this embodiment, articulated linkage 178 connects suspendedassembly 110 directly to hub arrangement 112 of main vehicle body 106.The first pivot point of first link 184 and the first pivot point offourth link 190 are pivotally connected to one another and pivotallyconnected to hub arrangement 112 of main vehicle body 106 at a firstarticulated linkage pivot point 192. The second pivot point of firstlink 184 is pivotally connected to the first pivot point of second link186 at a second articulated linkage pivot point 194. The second pivotpoint of fourth link 190 is pivotally connected to the first pivot pointof third link 188 at a third articulated linkage pivot point 196. Thesecond pivot point of second link 186 and the second pivot point ofthird link 188 are pivotally connected to one another at a fourtharticulated linkage pivot point 198. And finally, in this embodiment,rear wheel 120 of suspended assembly 110 is rotatably connected toarticulated linkage 178 at fourth articulated linkage pivot point 198.

As shown in FIG. 4, first suspension arrangement 170 includes firstbiasing and dampening arrangement 180 that is connected between hubarrangement 112 of main vehicle body 106 and first link 184 ofarticulated linkage 178. First biasing and dampening arrangement 180controls the movement of suspended assembly 110 relative to main vehiclebody 106 through the range of motion along first path 172 when secondsuspension arrangement 174 is held in place. Second suspensionarrangement 174 includes second biasing and dampening arrangement 182connected between hub arrangement 112 of main vehicle body 106 andfourth link 190 of articulated linkage 178. Second biasing and dampeningarrangement 182 controls the movement of suspended assembly 110 relativeto main vehicle body 106 through the range of motion along second path176 when first suspension arrangement 170 is held in place.

Although biasing and dampening arrangements 180 and 182 are described asbeing respectively connected to first link 184 and fourth link 190, thisis not a requirement. Instead, the biasing and dampening arrangementsmay be connected to any portion of the articulated linkage in any mannerthat allows them in combination to control the movement of the suspendedassembly through a desired range of variable paths that are dictated bythe range of motion associated with the articulated linkage.

The above described suspension system configurations provide variablepath suspension systems that may be used in vehicles such as bicycles,motorcycles, automobiles, off-road vehicles, or any other desiredvehicle. In accordance with aspects of this disclosure, these variablepath suspension systems utilize multiple suspension arrangements toallow a suspended assembly such as a wheel, tread, ski, skid, float, orany other desired suspended assembly to move along a variable pathrelative to the rest of the vehicle. The use of this variable pathsuspension system allows the suspension system to respond to a widevariety of obstacles or terrain while providing improved stability andcontrol of the vehicle.

Referring back to FIGS. 1-3, the action of front suspension system 102will be described in more detail to illustrate the capabilities ofsuspension systems designed in accordance with this disclosure. Whenfront wheel 118 initially strikes an obstacle such as a large rock, theinitial reaction is that the force of the impact will tend to stop theforward progress of wheel 118. The momentum of the bicycle will causetelescoping shock absorber 130 of first suspension arrangement 122 tocompress. This is because shock absorber 130 of first suspensionarrangement 122 is the suspension arrangement that provides the range ofmotion in the horizontal direction in this embodiment. This compressionof telescoping shock absorber 130 allows some time for second suspensionarrangement 126 (which in this embodiment includes articulated linkage138) to react to the obstacle by allowing front wheel 118 to move upvertically so that it can proceed over the obstacle. At this point, bothsuspension arrangements 122 and 126 are heavily loaded as bestillustrated in FIG. 2. However, because front suspension system 102allows front wheel 118 to move both horizontally and vertically relativeto the main body of the bicycle, the force of the impact with theobstacle is spread out over a much longer time than would be the casewith a conventional suspension system. This very significantly reducesthe intensity of the impact.

As front wheel 118 rides up the obstacle, the heavy loading oftelescoping shock absorber 130 of first suspension arrangement 122begins to push wheel 118 forward over the obstacle. This allows frontwheel 118 to crawl over the obstacle as first suspension arrangement 122unloads and moves back to its original position. The heavy loading ofsecond suspension arrangement 126 then pushes front wheel 118 hack downas the front wheel clears the obstacle. This allows second suspensionarrangement 126 to unload and move back to its original position.

In accordance with aspects of this disclosure, the suspension path thatis described above and that the suspended assembly travels relative tothe main body of the vehicle is a variable path. In other words, thepath that the suspended assembly follows during the loading of thesuspension arrangements is very different than the path that thesuspended assembly follows during the unloading of the suspensionarrangements. In the example described above, the suspended assemblyinitially moves primarily back horizontally, then primarily upvertically, then primarily forward horizontally, and finally primarilydown vertically. This ability to travel through a wide variety ofvariable paths allows this type of variable path suspension to respondto a wide variety of obstacles or terrain while providing improvedstability and control of the vehicle.

The variable path suspension systems described herein allow a suspendedassembly to move through a range of motion that provides time for thesuspension system to react to obstacles it encounters. This reactiontime significantly reduces that impact forces associated withencountering the obstacle. This in turn reduces the stresses placed onthe vehicle and may provide a smoother ride compared to conventionalsuspension systems. This may also allow the variable path suspensionsystems described herein to keep a suspended assembly in better contactwith the surface supporting the vehicle compared to conventionalsuspension systems. This may provide improved handling and safety forthe vehicle.

Although vehicle 100 has been described as a two wheeled, it should beunderstood that this is not a requirement. Instead, vehicle 100 may be atricycle or a quadracycle and still remain within the scope of theinvention. Furthermore, vehicle 100 may be a human powered vehicle usinga pedal and crank assembly to rotationally drive the rear wheel of thevehicle as will be described in more detail hereinafter. Alternatively,vehicle 100 may be a hybrid vehicle or an electric vehicle. For example,vehicle 100 may include a wheel hub motor 200 as part of front wheel hub156.

In some situations, the variable path suspension system described hereinmay act as a safety system to a degree, by absorbing some of the impactassociated with a collision. For example, if vehicle 100 collides withan obstacle that front wheel 118 is not able to pass over, telescopingshock absorber 130 of first suspension arrangement 122 would act as animpact reduction system by compressing along the primarily horizontaldirection along first path 124. This relative motion between front wheel118 and main vehicle body 106 provides some time for the rider and thevehicle to react to the impact and may significantly reduce the impactforces that are transferred to the rider.

Referring now to FIG. 5, vehicle 100 may further include a suspensionadjusting system 202 for adjusting the suspension action of suspensionsystems 102 and 104. Suspension adjusting system 202 may include one ormore sensor arrangements 204 for detecting certain characteristics ofthe movement of the suspension system. For example, sensors 204 maysense the pressures associated with shock absorbers 130 and 158 of frontsuspension system 102 and shock absorbers 180 and 182 of rear suspensionsystem 104. Suspension systems 102 and 104 may include one or moreadjusting arrangements 206 for modifying the function of elements of thesuspension system in response to the certain characteristics sensed bythe sensing arrangement. For example, adjusting arrangements 206 mayadjust the stiffness, pressure, range of travel, or any othercharacteristic of the elements of the suspension such as shock absorbers130, 158, 180, and 182. Suspension adjusting system 202 may also includea control arrangement 208 configured to control adjusting arrangements206. Control arrangement 208 may be a manual control that allows therider to manually select different settings for adjusting arrangements206 to provide different suspension system characteristics.Alternatively, control arrangement 208 may be an automated control orcomputer control that uses information provided by sensing arrangements204 and automatically selects different settings for adjustingarrangements 206 to provide different suspension system characteristics.

In one example of a suspension adjusting system for a bicycle, thesystem may include a setting that configures the suspension system suchthat a degree of the relatively horizontal suspension travel is requiredfirst before allowing the relatively vertical suspension to activate.Alternatively, the spring rate of the relatively vertical suspension maybe decreased once a pre-determined amount of relatively horizontalsuspension travel has been met. These approaches may offer a system thatassists in counteracting the bobbing effect of the rider in the verticaldirection that can result from the pedaling motion. This may reduce oreliminate the activation of the suspension system due to the bobbingeffect and may avoid wasting the rider's energy on the activation of thesuspension system in response to the bobbing effect. This allows therider to have suspension when needed, but not waste energy whensuspension is not needed.

In another example, the sensing arrangement of the suspension system maybe used to sense impact information from the front wheel or wheels ofthe vehicle when an obstacle is hit. The control arrangement may usethis impact information to rapidly adjust and prepare the rearsuspension for the impact in a more efficient manner.

In the embodiment illustrated by rear suspension system 104 in FIGS. 1and 4, both first suspension arrangement 170 and second suspensionarrangement 174 movably connect suspended assembly 110 to hubarrangement 112 of main vehicle body 106. This is different than theembodiment described above for front suspension system 102 in which thetwo suspension arrangements are connected in series. That is, in frontsuspension system 102, suspended assembly 108 was connected to secondsuspension arrangement 126, second suspension arrangement 126 was inturn connected to first suspension arrangement 122, and first suspensionarrangement 122 was in turn connected to main vehicle body 106. Thisserial connection of the suspension arrangements in front suspensionsystem 102 allows that configuration to provide a second axis ofsteering as mentioned above and as will be described in more detailhereinafter.

Although the serial connection of the suspension arrangements in frontsuspension system 102 allows that configuration to provide a second axisof steering, this serial connection of the suspension arrangements isnot a requirement. Instead, any desired configuration that uses multiplesuspension arrangements that allow, the suspended assembly to movethrough a variable path as described above would remain within the scopeof the invention. For example, in another embodiment that provides asecond steering axis, the telescoping shock absorber 130 of frontsuspension system 102 may be replaced with a base plate that isrotationally attached to hub arrangement 112 of main vehicle body 106.This base plate may be controlled by a steering mechanism to provide thesecond axis of steering in a manner similar to that described above fortelescoping shock absorber 130. With this configuration, telescopingshock absorber 130 would no longer be available to provide the firstsuspension arrangement for suspension system 102. Instead, articulatedlinkage 138 may be configured in a manner similar to that describedabove for articulated linkage 178 with an additional biasing anddampening arrangement connected between the base plate and one of thelinks of the articulated linkage to provide the additional suspensionarrangement.

As described above for suspension system 104, articulated linkage 178may be pivotally connected directly to hub arrangement 112 of mainvehicle body 106 as indicated by pivot point 192 in FIG. 4. The use ofpivot point 192 to pivotally connect articulated linkage 178 to hubarrangement 112 means that pivot point 192 will remain in the samelocation relative to main vehicle body 106 regardless of the movement ofsuspended assembly 110 and rear wheel 120. In accordance with aspects ofthis disclosure, this allows pivot point 192 to be used as a rotationaldrive input location for a rotational drive input such as a crankassembly 210. This rotational drive may be transmitted throughrotational drive transmitting links that make up some of the links ofthe articulated linkage of the suspension system.

Referring now to FIGS. 4 and 6, a rotational drive transmissionarrangement 212 designed in accordance with aspects of this disclosurewill be described in more detail. In this embodiment, rotational drivetransmission arrangement 212 includes a drive transmitting articulatedlinkage 214 that makes up a portion of articulated linkage 178 of rearsuspension system 104. Drive transmitting articulated linkage 214includes a plurality of rotational drive transmitting links that eachhave a first and a second spaced apart hinge point. As shown best inFIG. 6, drive transmitting articulated linkage 214 includes a firstrotational drive transmitting link provided by first link 184 ofarticulated linkage 178 and a second rotational drive transmitting linkprovided by second link 186 of articulated linkage 178. The first andsecond spaced apart hinge points of drive transmitting links 184 and 186each have an associated axis of rotation that provides a pivot point fordrive transmitting articulated linkage 214. In this case, the firsthinge point and associated axis of rotation for drive transmitting link184 is located at pivot point 192 of articulated linkage 178. The secondhinge point and associated axis of rotation for drive transmitting link184 is located at pivot point 194 of articulated linkage 178. The firsthinge point and associated axis of rotation for drive transmitting link186 is also located at pivot point 194 of articulated linkage 178 wherelink 184 is pivotally connected to link 186. And finally, the secondhinge point and associated axis of rotation for drive transmitting link186 is located at pivot point 198 of articulated linkage 178.

In accordance with aspects of this disclosure, each rotational drivetransmitting link includes a driven member, a drive member, and a drivemechanism that allows the driven member to drive the drive member of therotational drive transmitting link. In this example, first rotationaldrive transmitting link 184 includes a driven member 216 that issupported and rotates about the axis of the first hinge point ofrotational drive transmitting link 184 at pivot point 192 of drivetransmitting articulated linkage 214. Second rotational drivetransmitting link 186 also includes a driven member 218 that issupported and rotates about the axis of the first hinge point ofrotational drive transmitting link 186 at axis or pivot point 194 ofdrive transmitting articulated linkage 214. First rotational drivetransmitting link 184 further includes a drive member 220. Drive member220 is supported and rotates about the axis of the second hinge point ofrotational drive transmitting link 184 at pivot point 194 of drivetransmitting articulated linkage 214. And, second rotational drivetransmitting link 186 further includes a drive member 222 that issupported and rotates about the axis of the second hinge point ofrotational drive transmitting link 186 at pivot point 198 of drivetransmitting articulated linkage 214.

Each rotational drive transmitting link also includes a rotational drivemechanism for transmitting rotational movement from the driven member ofthe rotational drive transmitting link to the drive member of therotational drive transmitting link. In this example, first link 184includes a rotational drive mechanism 224 and second link 186 includes arotational drive mechanism 226. Rotational drive mechanisms 224 and 226may be any suitable and readily providable drive mechanism such as achain drive, a belt drive, a shaft drive, a gear drive, or any otherdrive mechanism.

As illustrated in FIG. 6, crank assembly 210 may be connected to drivenmember 216 of first rotational drive transmitting link 184 such thatdriven member 216 rotates with crank assembly 210. First and secondrotational drive transmitting links 184 and 186 are connected to oneanother in series with the second hinge point of first rotational drivetransmitting link 184 being pivotally connected to the first hinge pointof second rotational drive transmitting link 186 at pivot point 194.Additionally, drive member 220 of first rotational drive transmittinglink 184 is connected to driven member 218 of second rotational drivetransmitting link 186 such that drive member 220 of first link 184rotationally drives driven member 218 of second link 186. This causesboth drive member 220 of first link 184 and driven member 218 of secondlink 186 to rotate about the associated axis or pivot point 194 of drivetransmitting articulated linkage 214 thereby providing the transmissionof any rotational drive through rotational drive transmitting links 184and 186.

As shown best in FIGS. 6 and 7, each of the rotational drivetransmitting links described above may include an enclosed space thathouses the associated drive member, driven member, and drive mechanismof the rotational drive transmitting link. For example, FIG. 7illustrates an embodiment of second rotational drive transmitting link186 in which rotational drive mechanism 226 is provided as a gearedshaft drive that is housed within second link 186.

Drive transmitting articulated linkage 214 may further include ashifting arrangement 228 for changing the drive ratio of the drivetransmitting articulated linkage. Shifting arrangement 228 may be anysuitable and readily providable shifting arrangement including a gearedshifting arrangement, a planetary gear shifting arrangement, a sprocketshifting arrangement, a continuously variable pulley shiftingarrangement, or any other desired shifting arrangement. Shiftingarrangement 228 may include a selecting arrangement 230 for selectingany of the drive ratios that are available from the shiftingarrangement. Selecting arrangement may be any suitable and readilyprovidable selecting arrangement including a manual selectingarrangement such as a cable assembly, an automated selecting arrangementthat automatically selects a drive ratio based on a particularcharacteristic of the rotational drive transmission such as torque orrotational speed, or any other desired selecting arrangement.

Although shifting arrangement 228 and selecting arrangement 230 havebeen described as being located within first rotational drivetransmitting link 184, this is not a requirement. Instead, shiftingarrangement 228 and selecting arrangement 230 may be located within aspindle arrangement associated with crank assembly 210, within a hubarrangement associated with rear wheel 120, or at any other desiredlocation along the drive line from the crank assembly to the drivewheel.

Furthermore, although rotational drive transmission 212 has beendescribed as being a rotational drive transmission for a bicycle, thisis not a requirement. Instead, it should be understood that therotational drive transmission described herein may be used in anydesired application including a wide variety of vehicles such asmotorcycles, automobiles, trucks, off-road vehicles, or any other typeof vehicle and remain within the scope of the invention.

The configuration described above for vehicle 100 and front suspensionsystem 102 provides a multi-axis steering system designed in accordancewith aspects of this disclosure. Referring to FIGS. 8 and 9, thisembodiment of a multi-axis steering system, which is designated byreference numeral 300, will be described in more detail. As indicatedabove, vehicle 100 has a main vehicle body 106 and steerable front wheel118 that supports main body 106 of vehicle 100. Front wheel 118 has afront wheel axis 302 around which front wheel 118 rotates in a wheelrotational plane that is perpendicular to front wheel axis 302. Frontwheel 118 assists in providing directional control of the vehicle andstability in a lateral direction relative to a normal straight-aheaddirection of travel for the vehicle.

Multi-axis steering system 300 includes a first steering arrangement 304that controls movement of front wheel 118 relative to main vehicle body106 such that front wheel 118 pivots about first steering axis 166. Aswas described above, front wheel 118 is part of steerable suspendedassembly 108 which is connected to second suspension arrangement 126such that at least portions of steerable suspended assembly 108 arerotatable relative to second suspension arrangement 126 about firststeering axis 166. In the case of vehicle 100, wheel hub 156 ispivotally connected to fourth link 146 of articulated linkage 138 suchthat wheel hub 156 may pivot about first steering axis 166. The rotationor pivoting of the rotatable portions of suspended assembly 106,including wheel hub 156 and front wheel 118, about first steering axis166 is controlled by first steering arrangement 304. In this embodiment,first steering arrangement 304 is a cable steering assembly.

Although first steering arrangement 304 is described as being a cablesteering assembly, it should be understood that the first steeringarrangement may be any suitable and readily providable steeringarrangement. This may include a hydraulic steering assembly, a pneumaticsteering assembly, a rack and pinion steering assembly, a mechanicalpush rod steering assembly, or any other desired steering assembly.

Multi-axis steering system 300 also includes a second steeringarrangement 306 that controls movement of front wheel 118 relative tomain vehicle body 106 such that front wheel pivots about second steeringaxis 168. In accordance with aspects of this disclosure, the secondsteering axis is different than the first steering axis.

As was also described above, second end 136 of telescopic shock absorber130 is rotatable about longitudinal axis 132 of telescopic shockabsorber 130 relative to first end 134 of the telescopic shock absorber130 and main body 106 of vehicle 100. This configuration of telescopingshock absorber 130 provides second steering axis 168 that corresponds tolongitudinal axis 132 of telescoping shock absorber 130. The rotation orpivoting of second end 136 of telescoping shock absorber 130 causessecond suspension arrangement 126 and suspended assembly 108 to rotateor pivot about second steering axis 168. This rotation or pivoting ofsecond end 136 of telescoping shock absorber 130 is controlled by secondsteering arrangement 306. In this embodiment, second steeringarrangement 306 is a mechanical push rod steering assembly.

Although second steering arrangement 306 is described as being amechanical push rod steering assembly, it should be understood that thesecond steering arrangement may be any suitable and readily providablesteering arrangement. This may include a hydraulic steering assembly, apneumatic steering assembly, a cable steering assembly, a rack andpinion steering assembly, or any other desired steering assembly.

First steering axis 166 may be primarily vertical allowing firststeering arrangement 304 to move front wheel 118 through a range ofmotion that pivots the wheel rotational plane of front wheel 118relative to the normal straight-ahead direction of travel of vehicle100. Additionally, second steering axis 168 may be primarily horizontalallowing second steering arrangement 306 to move front wheel 118 througha range of motion that tilts the wheel rotational plane of front wheel118 relative to the normal straight-ahead direction of travel of vehicle100.

Alternatively, second steering axis 168 of second steering arrangement306 may be oriented at an angle relative to horizontal. This angle maybe in the range of 0-30 degrees from horizontal. By adjusting thisangle, the suspension action and the steering action may be tuned forspecific applications or vehicle designs.

As illustrated best in FIG. 9, handle bar support arrangement 116supports a handle bar 308. Handle bar 308 is pivotally connected to anoutward end 310 of handle bar support arrangement 116 such that handlebar 308 pivots about a first handle bar steering axis 312. In thisembodiment, first handle bar steering axis 312 is primarily vertical andfirst steering arrangement 304 is connected to handle bar 308 such thatpivotal movement of handle bar 308 about first handle bar steering axis312 causes a corresponding pivotal movement of steerable front wheel 118about first steering axis 166.

Handle bar 308 is also pivotally connected to handle bar supportarrangement 116 such that handle bar 308 pivots about a second handlebar steering axis 314 that is a different axis than first handle barsteering axis 312. In this embodiment, second handle bar steering axis314 is primarily horizontal and second steering arrangement 306 isconnected to handle bar 308 such that pivotal movement of handle bar 308about second handle bar steering axis 314 causes a corresponding tiltingmovement of steerable front wheel 118 about second steering axis 168.

Although the above described multi-axis steering system has beendescribed with reference to a bicycle, this is not a requirement.Instead, it should be understood that these configurations may be usedto provide multi-axis steering systems that may be used in any otherdesired vehicle.

In accordance with another aspect of this disclosure, the abovedescribed steering configuration provides a steering arrangement that islocated within the axle of a suspended assembly. As described above,steering system 300 may be used in vehicle 100 that includes mainvehicle body 106, suspended assembly 108, and front suspension system102 for connecting suspended assembly 108 to main body 106 of vehicle100. Suspended assembly 108 includes steerable front wheel 118 whichsupports main body 106 of vehicle 100. Steering system 300 includes anaxle 316 that makes up a portion of suspended assembly 108. Axle 316 hasan axle rotational axis designated by front wheel axis 302.

As illustrated in FIG. 8, suspended assembly 108 further includes afirst bearing 318 and a second bearing 320 that are spaced apart fromone another along axle rotational axis 302. Bearings 318 and 320 supportfront wheel 118 for rotation about axle 316 around front wheel axis 302.First and second bearings 318 and 320 have a relatively large diametersuch that axle 316 defines a relatively large opening 322 within axle316 that is located between spaced apart bearings 318 and 320. Bearings318 and 320 also have outer bearing surfaces that support front wheel118 for rotation about axle 316 and inner bearing surfaces that aresupported by axle 316.

As was describe above, steering system 300 includes first steeringarrangement 304 and fourth link 146 of articulated linkage 138 thatdefines first steering axis 166. In accordance with aspects of thisdisclosure, fourth link 146 and portions of first steering arrangement304 are located within opening 322 of axle 316. Axle 316 is pivotallyconnected to fourth link 146 and first steering arrangement 304 suchthat axle 316 is movable about first steering axis 166. With thisconfiguration, steering system 300 uses first steering arrangement 304as a steering actuator such that first steering arrangement 304 controlsthe movement of axle 316 about first steering axis 166.

The above describe configuration allows the elements located withinopening 322 of axle 316, such as fourth link 146 and portions of firststeering arrangement 304, to be connected to second suspensionarrangement 126 and to axle 316 without them having to rotate about axle316. In accordance with aspects of this disclosure, this allows thesteering mechanism and steering axis associated with a steering systemto be located within the axle of the suspended assembly that is beingsteered. This provides an inherently stable steering arrangement.

As shown best in FIG. 8, opening 322 within axle 316 has a generallycylindrical shape. Although opening 322 is describe in this embodimentas having a cylindrical shape, it should be understood that this is nota requirement. Instead, opening 322 may be a sphere, a combination ofportions of a sphere, a combination of one or more cylinders andportions of a sphere or spheres, or any other desired volumetric shape.

Some aspects of the present disclosure relate to methods andarrangements for providing position adjusting systems for use in awheeled vehicle such as a bicycle. In accordance with aspects of thisdisclosure, these position adjusting systems allow a rider of thevehicle to easily adjust their riding position and the configuration ofthe vehicle as they are riding the vehicle.

Referring to FIGS. 1 and 10-11, a first embodiment of a positionadjusting arrangement 400 designed in accordance with aspects of thepresent disclosure will be described with reference to vehicle 100. Asmentioned above, vehicle 100 includes seat support arrangement 114,handle bar support arrangement 116, rear wheel 120, steerable frontwheel 118, steering arrangement 300, and hub arrangement 112 forinterconnecting components of vehicle 100. Steering arrangement 300includes handle bar 308 for allowing the rider to control steerablefront wheel 118 and seat support arrangement 114 includes a seat 402 forsupporting the rider. In this embodiment, seat support arrangement 114is an adjustable seat support arrangement pivotally connected to hubarrangement 112 and handle bar support arrangement 116 is an adjustablehandle bar support arrangement pivotally connected to hub arrangement112. Position adjusting arrangement 400 further includes a releasableposition locking arrangement 404 that is releasable by the rider whenthe rider is riding vehicle 100. Position locking arrangement 404 isconfigured to lock the relative positions of hub arrangement 112,adjustable seat support arrangement 114, and adjustable handle barsupport arrangement 116 when position locking arrangement 404 is notreleased by the rider.

In the embodiment illustrated in FIG. 1, position adjusting arrangement400 includes a variable length link 406 for connecting adjustable seatsupport arrangement 114 to adjustable handle bar support arrangement116. Variable length link 406 has a first end 408 that is pivotallyconnected to adjustable handle bar support arrangement 116 and a secondend 410 that is pivotally connected to adjustable seat supportarrangement 114. Position locking arrangement 404 includes a linklocking arrangement 412 for locking variable length link 406 at adesired length.

The above described configuration of position adjusting arrangement 400allows a rider to adjust the position of handle bar support arrangement116 relative to seat support arrangement 114 by releasing link lockingarrangement 412. This is illustrated best in FIGS. 10 and 11 with FIG.10 showing handle bar support arrangement 116 moved forward and awayfrom seat support arrangement 114 and FIG. 11 showing handle bar supportarrangement 116 moved backward towards seat support arrangement 114.

Position adjusting arrangement 400 may also include a biasingarrangement 414 for connecting adjustable seat support arrangement 114to another portion of vehicle 100. In this example, biasing arrangement414 takes the form of a shock absorber for biasing seat supportarrangement 114 into a desired position and dampening the movement ofseat support arrangement 114. Shock absorber 414 has a first end 416that is pivotally connected to adjustable seat support arrangement 114and a second end 418 that is pivotally connected to link 190 ofarticulated linkage 178 of rear suspension system 104.

In the embodiment being described, adjustable seat support arrangement114 and adjustable handle bar support arrangement 116 are pivotallyconnected to one another at a pivot point 420. Adjustable seat supportarrangement 114 and adjustable handle bar support arrangement 116 arealso pivotally connected to hub arrangement 112 at this same pivot point420. This allows the combination of seat support arrangement 114 andhandle bar arrangement 116 to pivot together about pivot point 420relative to hub arrangement 112. In this embodiment, hub arrangement 112further includes a second pivot point 422 at which hub arrangement 112is pivotally connected to telescoping shock absorber 130 of frontsuspension system 102. Pivot point 422 of hub arrangement 112 isconfigured such that pivot point 420 of hub arrangement may be movedforward or backward relative to telescoping shock absorber 130 and therest of vehicle 100 as hub arrangement 112 pivots about pivot point 422.Position locking arrangement 404 further includes a hub lockingarrangement 424 for locking the position of hub arrangement 112 relativeto telescoping shock absorber 130.

The above described configuration of position adjusting arrangement 400allows a rider to adjust the position of the combination of handle barsupport arrangement 116 and seat support arrangement 114 relative to therest of vehicle 100 by releasing hub locking arrangement 424. This isshown best in FIGS. 10 and 11 with FIG. 10 showing the combination ofhandle bar support arrangement 116 and seat support arrangement 114moved forward relative to the rest of vehicle 100 and FIG. 11 showingthe combination of handle bar support arrangement 116 and seat supportarrangement moved backward towards relative to the rest of vehicle 100.This is possible because the only other connection between thecombination of handle bar support arrangement 116 and seat supportarrangement 114 is biasing arrangement 414 which is pivotally connectedat both of its ends between seat support arrangement 114 and rearsuspension system 104. Therefore, the pivoting of hub arrangement 112about pivot point 422 will cause the pivoting of biasing arrangement 414about its pivotally connected ends allowing the back and forth movementof the combination of seat support arrangement 114 and handle barsupport arrangement 116.

Link locking arrangement 412 and hub locking arrangement 424 may be anysuitable and readily providable locking arrangement including a clampingarrangement, a cam lock arrangement, or any other desired lockingarrangement. For example, these locking arrangements may be provided byspring-loaded clamps that are normally biased into a locked position.Furthermore, the mechanisms for allowing the rider to release thelocking arrangements may be any suitable and readily providable releasemechanism. For example, the locking arrangements may be released by therider using a cable system that is actuated by twist grips or thumblevers located on the handle bar.

Although position adjusting arrangement 400 has be described asincluding variable length link 406 and pivoting hub arrangement 112, itshould be understood that position adjusting arrangement may includeadditional position adjusting features. For example, as illustrated inFIG. 11, handle bar support arrangement 116 may be an articulatedlinkage having a first link 426 and a second link 428 that are pivotallyconnected at pivot point 430 to allow the height of handle bar 308 to beadjusted. Pivot point 430 may include a locking arrangement for lockingthe position of second link 428 relative to first link 426.

Although hub arrangement 112 has been described as being pivotallyconnected to telescoping shock absorber 130 to provide the front to backadjustment of seat support arrangement 114 and handle bar supportarrangement 116, this is not a requirement. Instead, any suitable andreadily providable mechanism that allows the front to back adjustment ofseat support arrangement 114 and handle bar support arrangement 116 maybe used. For example, as illustrated in FIG. 12, a slidable track 432may be used to provide this feature.

Referring to FIG. 12, a rear wheel suspension adjusting arrangement 500designed in accordance with aspects of this disclosure will be describedin more detail. Rear wheel suspension adjusting arrangement 500 may beused in a vehicle 502 including a frame 504, a suspended rear drivewheel 506 that supports frame 504, and a suspension system 508 forconnecting rear drive wheel 506 to frame 504. Suspension adjustingarrangement 500 includes a configuration adjusting arrangement 510 forchanging the positioning of suspension system 508 relative to frame 504such that suspension system 508 may be moved into an uphillconfiguration when vehicle 502 is traveling uphill and such thatsuspension system 508 may be moved into a downhill configuration whenvehicle 502 is traveling downhill. Suspension adjusting arrangement 500also includes an activating arrangement 512 for activating configurationadjusting arrangement 510 to cause configuration adjusting arrangement510 to change the positioning of suspension system 508 relative to frame504 while vehicle 502 is being used.

In a first embodiment, vehicle 502 further includes a crank set assembly514 having a crank set rotational axis 516. Crank set assembly 514 isconfigured to allow a rider to input a rotational drive about crank setrotational axis 516 for driving rear drive wheel 506. Rear wheel 506 hasa rear wheel axis 518 and suspension system 508 has an effective swingarm length L that extends from crank set rotational axis 516 to rearwheel axis 518. As will be described in more detail hereinafter,configuration adjusting arrangement 510 decreases effective swing armlength L when vehicle 502 is traveling uphill and increases effectiveswing arm length L when vehicle 502 is traveling downhill.

As illustrated in FIG. 12, activating arrangement 512 includes apivoting member 520 that is pivotally connected to frame 504 of vehicle502 about a pivoting member rotational axis 522 that is parallel to, butspaced apart from, crank set rotational axis 516. Crank set rotationalaxis 516 is located below pivoting member rotational axis 520 whenvehicle 502 is in an upright position such that the weight of the rideron crank set assembly 514 causes pivoting member 520 to pivot. With thisconfiguration, the weight of the rider on crank set assembly 514 causescrank set rotational axis 516 to move toward the front of frame 504 whenvehicle 502 is traveling downhill and causes crank set rotational axis516 to move toward the rear of frame 504 when vehicle 502 is travelinguphill.

Configuration adjusting arrangement 510 further includes a suspensionpivot point 524 that is located on pivoting member 520 above pivotingmember rotational axis 522 when vehicle 502 is in an upright position.Suspension system 508 is pivotally connected to suspension pivot point524 of pivoting member 520 of suspension adjusting arrangement 500 suchthat the weight of the rider on crank set assembly 514 causes pivotingmember 520 to pivot with suspension pivot point 524 moving toward therear of frame 504 causing suspension system 508 to move into a downhillconfiguration when vehicle 502 is traveling downhill. With thisconfiguration, suspension pivot point 524 moves toward the front offrame 504 causing suspension system 508 to move into an uphillconfiguration when vehicle 502 is traveling uphill.

Suspension adjusting arrangement 500 may further include a dampeningarrangement 526 for dampening the speed of the pivoting of pivotingmember 520 of activating arrangement 512. Alternatively, dampeningarrangement 526 may take the form of an actuator for mechanicallycontrolling the pivoting of pivoting member 520. In this case, actuator526 may be any suitable and readily providable actuator including amotorized actuator, a pneumatic actuator, a hydraulic actuator, a cabledriven actuator, a push rod driven actuator, a magnetic actuator, or anyother desired actuator. In some embodiments, actuator 526 may bemanually controlled by an operator of the vehicle. Alternatively,activating arrangement 512 may include a sensor arrangement 528 forsensing when vehicle is traveling uphill and downhill, and actuator 526may be automatically controlled.

Vehicle 502 may include a front wheel 530 such that vehicle 502 has awheel base that is defined by the distance W between front wheel 530 andthe rear wheel 506. In accordance with aspects of this disclosure,suspension adjusting arrangement 500 changes the wheel base of thevehicle as configuration adjusting arrangement 510 moves suspensionsystem 508 between the uphill configuration and the downhillconfiguration.

Some aspects of the present disclosure relate to methods andarrangements for providing a signal arrangement for use in a vehicle bya vehicle operator to indicate the intentions of the operator of thevehicle. The signal arrangement may be used in vehicles such as abicycle, a tricycle, a quadracycle, a motorcycles, an automobile, anoff-road vehicle, or any other desired vehicle. In accordance with oneaspect of this disclosure, the signal arrangement includes a pluralityof signaling elements configured to indicate the operator's intention tocontinue traveling in a primarily straight-ahead direction.

Referring to FIGS. 13a-f , a signal arrangement 600 designed inaccordance with the invention will be described. In this embodiment,signal arrangement 600 includes a plurality of signaling elements 602.Signal elements 602 include a plurality of vertically spaced apart,upwardly pointing, lighted arrows 604. In this example, signalarrangement 600 includes three lighted arrows 604 a, 604 b, and 604 c.As illustrated in FIG. 13a , signal arrangement 600 further includes acontroller 606 that is configured to control the illumination of signalelements 602. As illustrated by FIGS. 13a-c and in accordance withaspects of this disclosure, controller 606 is configured to illuminatelighted arrows 604 a-c in sequence from lowermost lighted arrow 604 a touppermost lighted arrow 604 c when the operator activates signalarrangement 600 to indicate the intention to continue traveling in theprimarily straight-ahead direction.

Signal arrangement 600 may further include additional lighted elements608 that may combine with uppermost lighted arrow 604 c to provide alighted X that may be used to indicate braking or the intention to stopas illustrated in FIG. 13d . Signal arrangement 600 may also includelighted arrows 610 and 612 that may be respectively used to indicate aright turn or a left turn as illustrated in FIGS. 13e and 13f . In apreferred embodiment for use with a bicycle, signal arrangement may useLEDs to provide light sources for each of signal elements 602 and signalarrangement 600 may be mounted to the bottom back portion of the bicycleseat.

Some aspects of the present disclosure relate to methods andarrangements for providing a bicycle seat for supporting a bicycle rideron a bicycle. Referring now to FIG. 14, a bicycle seat 700 includes asaddle 702 for supporting the rider when bicycle seat 700 is attached toa bicycle. Saddle 702 has a nose portion 704 located at the front ofsaddle 702 when bicycle seat 700 is attached to the bicycle. Bicycleseat 700 also includes a seat mount 706. Seat mount 706 has a first end708 configured to allow bicycle seat 700 to be attached to the bicycle.Seat mount 706 also has a second end 710 that is pivotally connected tosaddle 702 such that seat mount 706 supports saddle 702 and such thatnose portion 704 of saddle 702 is free to pivot relative to seat mount706 when seat 700 is attached to the bicycle. Bicycle seat 700 furtherincludes a biasing arrangement 712 connected between seat mount 706 andnose portion 704 of saddle 702. Biasing arrangement 712 is configured tobias nose portion 704 of saddle 702 into a desired position when bicycleseat 700 is attached to the bicycle. Biasing arrangement 712 allows noseportion 704 of saddle 702 to pivot downward relative to the rider whenpressure is applied to nose portion 704 of saddle 702. The bicycle mayinclude a frame 714 and seat mount 706 may include a seat post 716 forattaching bicycle seat 700 to frame 714 with seat post 716 beingslidably connected to frame 714 to allow the position of bicycle seat700 to be adjusted relative to frame 714.

Some aspects of the present disclosure relate to methods andarrangements for providing a collision impact reduction system for avehicle. Referring now to FIGS. 15 and 16, a first example of acollision impact reduction system 800 designed in accordance withaspects of this disclosure will be described. Collision impact reductionsystem 800 is designed for use in a passenger carrying vehicle such asvehicle 802 of FIGS. 15 and 16 and collision impact reduction system 800is designed to reduce the impact force associated with a collision on apassenger in a passenger carrying vehicle 802. Collision impactreduction system 800 includes a suspended passenger compartment 804 forcarrying at least one passenger. Suspended passenger compartment 804 issupported within vehicle 802 such that suspended passenger compartment804 is movable within the vehicle in at least one direction in responseto vehicle 802 colliding with another object. Collision impact reductionsystem 800 also includes at least one shock absorbing mount, indicatedby front shock absorbing mount 806 and rear shock absorbing mount 808 inthis embodiment, for supporting suspended passenger compartment 804within vehicle 802. Shock absorbing mounts 806 and 808 are attachedbetween suspended passenger compartment 804 and another portion ofvehicle 802 to dampen the impact force associated with the collision.This reduces the impact force that is transferred from vehicle 802 tosuspended passenger compartment 804 and the passenger in the at leastone direction that suspended passenger compartment 804 is able to movewithin vehicle 802.

Collision impact reduction system 800 may include a guide track 810 thatextends in a longitudinal direction 812 within vehicle 802. Suspendedpassenger compartment 804 may be connected to guide track 810 such thatsuspended passenger compartment 804 is movable in longitudinal direction812. Suspended passenger compartment 804 may also be connected to guidetrack 810 such that suspended passenger compartment 804 may pivot aboutlongitudinal direction 812 of guide track 810 as shown best in FIG. 16.

Collision impact reduction system 800 may include one or more linearbearings 814 for pivotally connecting suspended passenger compartment804 to guide track 810 in a manner that allows suspended passengercompartment 804 to slide along guide track 810 in longitudinal direction812 in a front to back manner with respect to vehicle 802. Thisconfiguration also allows suspended passenger compartment 804 to havesome rotationally movement about guide track 810. Collision impactreduction system 800 may include additional shock absorbing mounts 816that are located between linear bearings 814 and suspended passengercompartment 804. Additional shock absorbing mounts 816 may be connectedbetween linear bearings 814 and suspended passenger compartment 804 suchthat additional shock absorbing mounts 816 bias suspended passengercompartment 804 into a desired position and control and dampen therotational movement of the suspended passenger compartment 804 aboutguide track 810. Additional shock absorbing mounts 816 may also provideside, top and bottom impact shock absorption between the suspendedpassenger compartment 804 and the rest of the vehicle.

In the embodiment being described, the linear movement of suspendedpassenger compartment 804 traveling along longitudinal direction 812 ofguide track 810 is controlled by front shock absorbing mount 806 andrear shock absorbing mount 808. Front shock absorbing mount 806 and rearshock absorbing mount 808 are mounted around guide track 810 and arepositioned between a portion of vehicle 802 and suspended passengercompartment 804. Guide track 810 is fixed to portions of vehicle 802.With this configuration, front shock absorbing mount 806 is configuredto dampen the impact force transferred to suspended passengercompartment 804 during a frontal impact to vehicle 802 and rear shockabsorbing mount 808 is configured to dampen the impact force transferredto suspended passenger compartment 804 during a rear impact to thevehicle. Front and rear shock absorbing mounts 806 and 808 may be anysuitable and readily providable shock absorbing mount using any suitableand readily providable mechanism or material including a telescopingshock absorber, a foam material, a polymer material, or any otherdesired material.

Vehicle 802 may include a passenger safety frame 818, one or morecrumple zone structures 820, and a vehicle body 822. Passenger safetyframe 818 may be formed as part of vehicle body 822 or may be providedas one or more components that are incorporated into vehicle 802.Crumple zone structures 820 may also be formed as part of vehicle body822. Alternatively, as illustrated in FIGS. 15 and 16, crumple zonestructures 820 may be replaceable crumple zone structures that areconnected to passenger safety frame 818 of vehicle 802.

Although vehicle 802 has been described as including guide track 810that is centrally located in vehicle 802, it should be understood thatthis is not a requirement. Instead, guide track 810 may be provided in awide variety of other configurations and remain within the scope of theinvention. For example, multiple guide tracks may be provided whichcould be mounted on the sides, above, or below the suspended passenger.Furthermore, although collision impact reduction system 800 is describedas including one or more guide tracks, it should be understood that thisis not a requirement. Instead, the suspended passenger compartment couldbe suspended by a shock absorbing polymer or memory foam within thestructure of the vehicle without the use of guide tracks or any othermechanical device and still be within the scope of the presentinvention.

Although suspended passenger compartment 804 has been described as acompartment, this is not a requirement. Instead, suspended passengercompartment 804 could be provided in the form of a simple moveableplatform or platforms that allows the platform to move in a suspendedmanner independent of the main vehicle body, frame or structure.Furthermore, although suspended passenger compartment 804 has beendescribed as being one fixed assembly, this is not a requirement. Forexample, suspended passenger compartment 804 may be divided into rightand left sections that would enable the right and left halves of thesuspended passenger compartment to move independently of each other.

Although vehicle 802 has been described as including passenger safetyframe 818 and suspended passenger compartment 804 has been described asbeing supported within vehicle 802, it should be understood that thepassenger safety frame may be provided as part of the suspendedpassenger compartment rather that as part of the vehicle body. Forexample, suspended passenger compartment 804 may include a roll bar 824that is formed as an integrated part of the suspended passengercompartment 804 as illustrated in FIG. 15. Alternatively, the suspendedpassenger compartment may include a full roll cage which would then besuspended independently of the rest of the vehicle.

Vehicle 802 further includes a steering system 826 having a steeringwheel 828 located within suspended passenger compartment 804 forsteering vehicle 802. Steering system 826 is configured to allowmovement of steering wheel 828 with suspended passenger compartment 804relative to the rest of vehicle 802 while maintaining steering controlof vehicle 802 using steering wheel 828. In a preferred embodiment,steering system 826 includes a telescopic section 830 that allowssteering wheel 828 to move with the suspended passenger compartment 804during any movement of suspended passenger compartment 804. Telescopicsection 830 of steering system 826 may include a driving and a drivenmember that are configured to allow the transfer of the rotationalmovement from steering wheel 828 through steering system 826 whileallowing telescopic section 830 of steering system 826 to change lengthsas suspended passenger compartment 804 moves.

Although steering system 826 is described as being a mechanical linkagewith a driving and driven member to translate the steering wheel motionto the rest of the vehicle, it should be understood that this is not arequirement. Instead, a wide range of suitable and readily providabledevices may be used to transfer the driver's steering input to the restof the vehicle. These devices may include, but are not limited to,electric motors, hydraulic, pneumatic, or magnetic actuators, gearsystems such as a rack and pinion, belts, chains and levers, or anynumber of combinations thereof.

A number of specific implementations of the present disclosure have beendescribed with reference to specific types of vehicles. Nevertheless, itshould be understood that various modifications may be made withoutdeparting from the spirit and scope of the present disclosure.Therefore, it should be understood that various systems that have beendescribed above may be combined in a wide variety of ways to providevehicles for different applications. For example, as illustrated in FIG.17, an automobile 900 may be provided that includes collision impactreduction system 800 along with variations of the variable path frontsuspension systems described above for vehicle 100. Accordingly, otherimplementations are within the scope of the following claims.

Broadly, this writing discloses at least the following. A vehicleincludes a main vehicle body, a suspended assembly that supports themain body of the vehicle, and a suspension system for connecting thesuspended assembly to the main vehicle body. The suspended assemblyassists in providing directional control of the vehicle and stability ina lateral direction relative to a normal straight-ahead direction oftravel of the vehicle. The suspension system including a firstsuspension arrangement that movably connects the suspended assembly tothe main vehicle body and controls movement of the suspended assemblyrelative to the main vehicle body through a range of motion along afirst path that is primarily perpendicular to the lateral direction. Thesuspension system also including a second suspension arrangement thatcontrols movement of the suspended assembly relative to the main vehiclebody through a range of motion along a second path that is primarilyperpendicular to the lateral direction when the vehicle is traveling inthe normal straight-ahead direction. The second path of the secondsuspension arrangement being different than the first path of the firstsuspension arrangement such that the combination of the range of motionof the first suspension arrangement along the first path and the rangeof motion of the second suspension arrangement along the second pathresult in an overall range of motion for the suspended assembly relativeto the main body that is defined by a surface area.

This writing further discloses the following. A vehicle includes asuspended assembly that supports a main body and a suspension system forconnecting the suspended assembly to the main vehicle body. Thesuspended assembly assists in providing directional control of thevehicle and stability in a lateral direction relative to a normalstraight-ahead direction of travel of the vehicle. The suspension systemincluding first and second suspension arrangements that control movementof the suspended assembly relative to the main vehicle body through arange of motion along first and second paths that are primarilyperpendicular to the lateral direction. The second path differs from thefirst path such that the combination of the range of motion of the firstsuspension arrangement along the first path and the second path resultin an overall range of motion for the suspended assembly relative to themain body that is defined by a surface area.

All elements, parts and steps described herein are preferably included.It is to be understood that any of these elements, parts and steps maybe replaced by other elements, parts and steps or deleted altogether aswill be obvious to those skilled in the art.

Concepts

This writing discloses at least the following Concepts.

Concept 1. A suspension system for use in a vehicle that has a mainvehicle body and a suspended assembly that supports the main body of thevehicle, the suspended assembly assisting in providing directionalcontrol of the vehicle and stability in a lateral direction relative toa normal straight-ahead direction of travel of the vehicle, thesuspension system comprising:

a first suspension arrangement that movably connects the suspendedassembly to the main vehicle body and controls movement of the suspendedassembly relative to the main vehicle body through a range of motionalong a first path that is primarily perpendicular to the lateraldirection; and

a second suspension arrangement that controls movement of the suspendedassembly relative to the main vehicle body through a range of motionalong a second path that is primarily perpendicular to the lateraldirection when the vehicle is traveling in the normal straight-aheaddirection, the second path being different than the first path of thefirst suspension arrangement such that the combination of the range ofmotion of the first suspension arrangement along the first path and therange of motion of the second suspension arrangement along the secondpath result in an overall range of motion for the suspended assemblyrelative to the main body that is defined by a surface area when thevehicle is traveling in the normal straight-ahead direction.

Concept 2. A suspension system according to Concept 1 wherein thesurface area is a planar surface area.

Concept 3. A suspension system according to Concept 1 wherein thesurface area is a curved surface area.

Concept 4. A suspension system according to Concept 1, 2, or 3 whereinthe first path of the first suspension arrangement is primarilyhorizontal and parallel with the normal straight-ahead direction oftravel of the vehicle and the second path of the second suspensionarrangement is primarily vertical and perpendicular to the normalstraight-ahead direction of travel of the vehicle.

Concept 5. A suspension system according to Concept 1, 2, 3, or 4wherein the first path of the first suspension arrangement is orientedat an angle in the range of 0-30 degrees from horizontal.

Concept 6. A suspension system according to Concept 1, 2, 3, 4, or 5wherein the suspended assembly that supports the vehicle includes acomponent selected from a group of components consisting of a wheel, aski, a skid, a float, and a tread.

Concept 7. A suspension system according to Concept 1, 2, 3, 4, 5, or 6wherein the second suspension arrangement movably connects the suspendedassembly to the first suspension arrangement.

Concept 8. A suspension system according to Concept 7 wherein the firstsuspension arrangement includes a telescopic shock absorber having alongitudinal axis with a first end attached to the main body of thevehicle and a second end that is telescopically movable along thelongitudinal axis of the telescopic shock absorber relative to the firstend of the telescopic shock absorber and the main body of the vehiclesuch that the movable second end of the telescopic shock absorbercontrols movement of the suspended assembly relative to the main vehiclebody through the range of motion along the first path.

Concept 9. A suspension system according to Concept 8 wherein:

the second suspension arrangement includes an articulated linkage havinga first link, a second link, a third link, and a fourth link with eachof the links having a first and a second spaced apart pivot point;

the articulated linkage connects the suspended assembly to the firstsuspension arrangement such that

the first link is fixed to the movable second end of the telescopicshock absorber of the first suspension arrangement,

the first pivot point of the first link is pivotally connected to thefirst pivot point of the second link at a first articulated linkagepivot point,

the second pivot point of the first link is pivotally connected to thefirst pivot point of the third link at a second articulated linkagepivot point,

the second pivot point of the second link is pivotally connected to thefirst pivot point of the fourth link at a third articulated linkagepivot point,

the second pivot point of the third link is pivotally connected to thesecond pivot point of the fourth link at a fourth articulated linkagepivot point, and

the fourth link is connected to and supports the suspended assembly; and

the second suspension arrangement includes a shock absorber connectedbetween the first link that is fixed to the movable second end of thetelescopic shock absorber of the first suspension arrangement and one ofthe other links of the articulated linkage, the shock absorber beingconnected to the articulated linkage such that it controls movement ofthe suspended assembly relative to the movable second end of thetelescopic shock absorber of the first suspension arrangement throughthe range of motion along the second path.

Concept 10. A suspension system according to Concept 1, 2, 3, 4, 5, 6,7, 8, or 9 wherein the suspended assembly is a steerable suspendedassembly with the suspended assembly being connected to the secondsuspension arrangement such that at least portions of the suspendedassembly are rotatable relative to the second suspension arrangementabout a first steering axis.

Concept 11. A suspension system according to Concept 10 wherein therotation of the rotatable portions of the suspended assembly about thefirst steering axis is controlled by a steering assembly selected from agroup of steering assemblies consisting of a hydraulic steeringassembly, a pneumatic steering assembly, a cable steering assembly, arack and pinion steering assembly, and a mechanical push rod steeringassembly.

Concept 12. A suspension system according to Concept 10 or 11 whereinthe second end of the telescopic shock absorber is rotatable about thelongitudinal axis of the telescopic shock absorber relative to the firstend of the telescopic shock absorber and the main body of the vehiclethereby providing a second steering axis.

Concept 13. A suspension system according to Concept 10, 11, or 12wherein the rotation of the second end of the telescopic shock absorberis controlled by a steering assembly selected from a group of steeringassemblies consisting of a hydraulic steering assembly, a pneumaticsteering assembly, a cable steering assembly, a rack and pinion steeringassembly, and a mechanical push rod steering assembly.

Concept 14. A suspension system according to Concept 1, 2, 3, 4, 5, 6,7, 8, 9, 10, 11, 12, or 13 wherein the second suspension arrangementmovably connects the suspended assembly to the main vehicle body.

Concept 15. A suspension system according to Concept 14 wherein:

the suspension system includes an articulated linkage that connects thesuspended assembly to the main vehicle body;

the first suspension arrangement includes a first biasing and dampeningarrangement connected between the main vehicle body and the articulatedlinkage to control movement of the suspended assembly relative to themain vehicle body through the range of motion along the first path; and

the second suspension arrangement includes a second biasing anddampening arrangement connected between the main vehicle body and thearticulated linkage to control movement of the suspended assemblyrelative to the main vehicle body through the range of motion along thesecond path.

Concept 16. A suspension system according to Concept 15 wherein thefirst and second biasing and dampening arrangements are shock absorbers.

Concept 17. A suspension system according to Concept 15 or 16 wherein:

a plurality of the links of the articulated linkage are rotational drivetransmitting links that include a first and a second spaced apart hingepoint, the spaced apart hinge points each having an associated axis ofrotation that provides a pivot point for the articulated linkage, eachrotational drive transmitting link including

a driven member that is supported and rotates about the axis of thefirst hinge point of the rotational drive transmitting link and theassociated pivot point of the articulated linkage,

a drive member that is supported and rotates about the axis of thesecond hinge point of the rotational drive transmitting link and theassociated pivot point of the articulated linkage, and

a rotational drive mechanism for transmitting rotational movement fromthe driven member of the rotational drive transmitting link to the drivemember of the rotational drive transmitting link; and

the plurality of rotational drive transmitting links are connected toone another in series with the second hinge point of a given one of therotational drive transmitting links being pivotally connected to thefirst hinge point of the next rotational drive transmitting link suchthat the drive member of the given rotational drive transmitting linkrotationally drives the driven member of the next rotational drivetransmitting link to rotate about the associated pivot point of thearticulated linkage thereby providing the transmission of a rotationaldrive through the series of rotational drive transmitting links.

Concept 18. A suspension system according to Concept 17 wherein therotational drive mechanism is a mechanism selected from the group ofmechanisms consisting of a chain drive, a belt drive, a shaft drive, anda gear drive.

Concept 19. A suspension system according to Concept 17 or 18 whereineach rotational drive transmitting link includes an enclosed space thathouses the associated drive member, driven member, and drive mechanismof the rotational drive transmitting link.

Concept 20. A suspension system according to Concept 15, 16, 17, 18, or19 wherein:

the articulated linkage has a first link, a second link, a third link,and a fourth link with each of the links having a first and a secondspaced apart pivot point;

the articulated linkage connects the suspended assembly to the mainvehicle body such that

the first pivot point of the first link and the first pivot point of thefourth link are pivotally connected to one another and pivotallyconnected to the main body of the vehicle at a first articulated linkagepivot point,

the second pivot point of the first link is pivotally connected to thefirst pivot point of the second link at a second articulated linkagepivot point,

the second pivot point of the fourth link is pivotally connected to thefirst pivot point of the third link at a third articulated linkage pivotpoint, and

the second pivot point of the second link and the second pivot point ofthe third link are pivotally connected to one another at a fourtharticulated linkage pivot point,

the suspended assembly is connected to the articulated linkage;

the first suspension arrangement includes a first biasing and dampeningarrangement connected between the main vehicle body and one of the linksof the articulated linkage to control movement of the suspended assemblyrelative to the main vehicle body through the range of motion along thefirst path; and

the second suspension arrangement includes a second biasing anddampening arrangement connected between the main vehicle body andanother one of the links of the articulated linkage to control movementof the suspended assembly relative to the main vehicle body through therange of motion along the second path.

Concept 21. A suspension system according to Concept 20 wherein thefirst and second biasing and dampening arrangements arc shock absorbers.

Concept 22. A suspension system according to Concept 1, 2, 3, 4, 5, 6,7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, or 21 wherein thevehicle is a human powered vehicle selected from the group of vehiclesconsisting of a bicycle, a tricycle, and a quadracycle.

Concept 23 A suspension system according to Concept 1, 2, 3, 4, 5, 6, 7,8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, or 22 wherein thesuspension system includes a sensing arrangement for sensing certaincharacteristics of the movement of the suspension system and wherein thesuspension system includes an arrangement for modifying the function ofelements of the suspension system in response to the certaincharacteristics sensed by the sensing arrangement.

Concept 24. A rotational drive transmission for use in a vehicle, thetransmission comprising:

an articulated linkage including a plurality of rotational drivetransmitting links that each have a first and a second spaced aparthinge point, the spaced apart hinge points each having an associatedaxis of rotation that provides a pivot point for the articulatedlinkage, each rotational drive transmitting link including

a driven member that is supported and rotates about the axis of thefirst hinge point of the rotational drive transmitting link and theassociated pivot point of the articulated linkage,

a drive member that is supported and rotates about the axis of thesecond hinge point of the rotational drive transmitting link and theassociated pivot point of the articulated linkage, and

a rotational drive mechanism for transmitting rotational movement fromthe driven member of the rotational drive transmitting link to the drivemember of the rotational drive transmitting link;

the plurality of rotational drive transmitting links being connected toone another in series with the second hinge point of a given one of therotational drive transmitting links being pivotally connected to thefirst hinge point of a next rotational drive transmitting link such thatthe drive member of the given rotational drive transmitting linkrotationally drives the driven member of the next rotational drivetransmitting link to rotate about the associated pivot point of thearticulated linkage thereby providing the transmission of a rotationaldrive through the series of rotational drive transmitting links.

Concept 25. A transmission according to Concept 24 wherein therotational drive mechanism for transmitting rotational movement from thedriven member of one of the rotational drive transmitting links to thedrive member of that rotational drive transmitting link includes ashifting arrangement for changing the drive ratio between the drivenmember and the drive member of that rotational drive transmitting link.

Concept 26. A transmission according to Concept 25 wherein the shiftingarrangement includes a selecting arrangement for selecting any given oneof a plurality of different drive ratios.

Concept 27. A transmission according to Concept 24, 25, or 26 whereinthe rotational drive mechanism is a mechanism selected from the group ofmechanisms consisting of a chain drive, a belt drive, a shaft drive, anda gear drive.

Concept 28. A transmission according to Concept 24, 25, 26, or 27wherein each rotational drive transmitting link includes an enclosedspace that houses the associated drive member, driven member, and drivemechanism of the rotational drive transmitting link.

Concept 29. A transmission according to Concept 24, 25, 26, 27, or 28wherein:

the transmission includes a first and a second rotational drivetransmitting link;

the vehicle is a wheeled vehicle that includes a main body, a suspendedwheel assembly including a drive wheel that supports the main body ofthe vehicle, a suspension system for connecting the suspended wheelassembly to the main body of the vehicle, and a crank set assemblyhaving a crank set rotational axis, the crank set allowing a rider ofthe vehicle to input a rotational drive about the crank set rotationalaxis;

the articulated linkage provides at least a portion of the suspensionsystem for connecting the suspended wheel assembly to the main body ofthe vehicle;

the first rotational drive transmitting link is pivotally connected tothe main body of the vehicle with the driven member of the firstrotational drive transmitting link being rotationally connected to thecrank set assembly such that the rotational drive input from the riderdrives the driven member of the first rotational drive transmittinglink; and

the drive wheel is rotationally connected to the drive member of thesecond rotational drive transmitting link such that the drive member ofthe second rotational drive transmitting link drives the drive wheelthereby causing the rotational drive input from the rider to drive thedrive wheel.

Concept 30. A transmission according to Concept 29 wherein the vehicleis a human powered vehicle selected from the group of vehiclesconsisting of a bicycle, a tricycle, and a quadracycle.

Concept 31. A rear wheel suspension adjusting arrangement for use in avehicle including a frame having a front and a back, a suspended reardrive wheel that supports the frame, and a suspension system forconnecting the rear drive wheel to the frame, the suspension adjustingarrangement comprising:

a configuration adjusting arrangement for changing the positioning ofthe suspension system relative to the frame such that the suspensionsystem may be moved into an uphill configuration when the vehicle istraveling uphill and such that the suspension system may be moved into adownhill configuration when the vehicle is traveling downhill, and

an activating arrangement for activating the configuration adjustingarrangement to cause the configuration adjusting arrangement to changethe positioning of the suspension system relative to the frame while thevehicle is being used.

Concept 32. A suspension adjusting arrangement according to Concept 31wherein

the vehicle includes a front wheel,

the vehicle has a wheel base that is defined by the distance between thefront wheel and the rear wheel, and

the suspension adjusting arrangement changes the wheel base of thevehicle as the configuration adjusting arrangement moves the suspensionsystem between the uphill configuration and the downhill configuration.

Concept 33. A suspension adjusting arrangement according to Concept 31or 32 wherein the vehicle is a human powered vehicle selected from thegroup of vehicles consisting of a bicycle, a tricycle, and aquadracycle.

Concept 34. A suspension adjusting arrangement according to Concept 31,32, or 33 wherein the activating arrangement includes a sensorarrangement for sensing when the vehicle is traveling uphill anddownhill.

Concept 35. A suspension adjusting arrangement according to Concept 31,32, 33, or 34 wherein the activating arrangement is manually controlledby an operator of the vehicle.

Concept 36. A suspension adjusting arrangement according to Concept 31,32, 33, 34, or 35 wherein the configuration adjusting arrangementincludes an actuator selected from the group of actuators consisting ofa motorized actuator, a pneumatic actuator, a hydraulic actuator, acable driven actuator, a push rod driven actuator, and a magneticactuator.

Concept 37. A suspension adjusting arrangement according to Concept 31,32, or 33 wherein

the vehicle further includes a crank set assembly having a crank setrotational axis, the crank set being configured to allow a rider toinput a rotational drive about the crank set rotational axis for drivingthe rear drive wheel,

the rear wheel has a rear wheel axis,

the suspension system has an effective swing arm length that extendsfrom the crank set rotational axis to the rear wheel axis, and

the configuration adjusting arrangement decreases the effective swingarm length when the vehicle is traveling uphill and increases theeffective swing arm length when the vehicle is traveling downhill.

Concept 38. A suspension adjusting arrangement according to Concept 37wherein

the activating arrangement includes a pivoting member that is pivotallyconnected to the frame of the vehicle about a pivoting member rotationalaxis that is parallel to, but spaced apart from, the crank setrotational axis, the crank set rotational axis being located below thepivoting member rotational axis when the vehicle is in an uprightposition such that the weight of the rider on the crank set causes thepivoting member to pivot causing the crank set rotational axis to movetoward the front of the frame when the vehicle is traveling downhill andcausing the crank set rotational axis to move toward the rear of theframe when the vehicle is traveling uphill, and

the configuration adjusting arrangement includes a suspension pivotpoint that is located on the pivoting member above the pivoting memberrotational axis when the vehicle is in the upright position, thesuspension system being pivotally connected to the suspension pivotpoint of the pivoting member of the suspension adjusting arrangementsuch that the weight of the rider on the crank set causes the pivotingmember to pivot with the suspension pivot point moving toward the rearof the frame causing the suspension system to move into a downhillconfiguration when the vehicle is traveling downhill and with thesuspension pivot point moving toward the front of the frame causing thesuspension system to move into a uphill configuration when the vehicleis traveling uphill.

Concept 39. A suspension adjusting arrangement according to Concept 38wherein the suspension adjusting arrangement includes a dampeningarrangement for dampening the speed of the pivoting of the pivotingmember of the activating arrangement.

Concept 40. A steering system for use in a wheeled vehicle that has amain vehicle body and a steerable wheel that supports the main body ofthe vehicle, the steerable wheel having a wheel axis around which thewheel rotates in a wheel rotation plane that is perpendicular to thewheel axis, the steerable wheel assisting in providing directionalcontrol of the vehicle and stability in a lateral direction relative toa normal straight-ahead direction of travel for the vehicle, thesteering system comprising:

a first steering arrangement that controls movement of the steerablewheel relative to the main vehicle body such that the steerable wheelpivots about a first steering axis; and

a second steering arrangement that controls movement of the steerablewheel relative to the main vehicle body such that the steerable wheelpivots about a second steering axis, the second steering axis beingdifferent than the first steering axis.

Concept 41. A steering system according to Concept 40 wherein the firststeering axis is primarily vertical allowing the first steeringarrangement to move the steerable wheel through a range of motion thatpivots the wheel rotation plane of the steerable wheel relative to thenormal straight-ahead direction of travel and the second steering axisis primarily horizontal allowing the second steering arrangement to movethe steerable wheel through a range of motion that tilts the wheelrotation plane of the steerable wheel relative to the normalstraight-ahead direction of travel.

Concept 42. A steering system according to Concept 40 or 41 wherein thesecond steering axis of the second steering arrangement is oriented atan angle in the range of 0-30 degrees from horizontal.

Concept 43. A steering system according to Concept 40, 41, or 42 whereinthe vehicle is a human powered vehicle selected from the group ofvehicles consisting of a bicycle, a tricycle, and a quadracycle.

Concept 44. A steering system for use in a vehicle that includes a mainvehicle body, a suspended assembly that supports the main body of thevehicle, and a suspension arrangement for connecting the suspendedassembly to the main body of the vehicle, the suspended assemblyassisting in providing directional control of the vehicle, the steeringsystem comprising:

an axle that makes up a portion of the suspended assembly, the axlehaving an axle rotational axis and two bearing surfaces that are spacedapart from one another along the axle rotational axis, the axle definingan opening within the axle that is located between the two spaced apartbearing surfaces;

a steering arrangement that is located within the opening within theaxle, the steering arrangement defining a steering axis and the steeringarrangement being rotatably connected to the axle such that the axle ismovable about the steering axis; and

a steering actuator that is connected to the steering arrangement suchthat the steering actuator controls the movement of the axle about thesteering axis.

Concept 45. A steering system according to Concept 44 wherein thesuspended assembly that supports the vehicle includes a componentselected from a group of components consisting of a wheel, a ski, askid, a float, and a tread.

Concept 46. A steering system according to Concept 44 or 45 wherein thevehicle is a human powered, wheeled vehicle selected from the group ofvehicles consisting of a bicycle, a tricycle, and a quadracycle.

Concept 47. A steering system according to Concept 44, 45, or 46 whereinthe opening within the axle has a shape selected from the group ofshapes consisting of a cylinder, a sphere, a combination of portions ofa sphere, and a combination of one or more cylinders and portions of asphere.

Concept 48. A steering system according to Concept 44, 45, 46, or 47wherein the steering actuator includes a steering assembly selected froma group of steering assemblies consisting of a hydraulic steeringassembly, a pneumatic steering assembly, a cable steering assembly, arack and pinion steering assembly, and a mechanical push rod steeringassembly.

Concept 49. A steering system according to Concept 44, 45, 46, 47, or 48wherein portions of the steering actuator are enclosed within portionsof the suspension arrangement.

Concept 50. A position adjusting arrangement for use in a wheeledvehicle including a seat for supporting a rider, a plurality of wheelswith at least one of the wheels being a steerable wheel, a steeringarrangement having a handle bar for allowing the rider to control thesteerable wheel, and a hub for interconnecting the components of thewheeled vehicle, the position adjusting arrangement comprising:

an arrangement for connecting the wheels to the hub;

an adjustable seat support arrangement for connecting the seat to thehub, the adjustable seat support arrangement being movably connected tothe hub;

an adjustable handle bar support arrangement for connecting the handlebar to the hub, the adjustable handle bar support arrangement beingmovably connected to the hub; and

a releasable position locking arrangement that is releasable by therider when the rider is riding the vehicle, the position lockingarrangement being configured to lock the relative positions of the hub,the adjustable seat support arrangement, and the adjustable handle barsupport arrangement when the position locking arrangement is notreleased by the rider.

Concept 51. A position adjusting arrangement according to Concept 50wherein the vehicle is a human powered vehicle selected from the groupof vehicles consisting of a bicycle, a tricycle, and a quadracycle.

Concept 52. A position adjusting arrangement according to Concept 50 or51 wherein;

the position adjusting arrangement further includes a variable lengthlink for connecting the adjustable seat support arrangement to theadjustable handle bar support arrangement, the variable length linkhaving a first end that is pivotally connected to the adjustable handlebar support arrangement and a second end that is pivotally connected tothe adjustable seat support arrangement; and

the position locking arrangement includes a link locking arrangement forlocking the variable length link at a desired length.

Concept 53. A position adjusting arrangement according to Concept 50,51, or 52 wherein the adjustable seat support arrangement and theadjustable handle bar support arrangement are pivotally connected to oneanother at a same pivot point that they are pivotally connected to thehub.

Concept 54. A position adjusting arrangement according to Concept 50,51, 52, or 53 wherein:

the hub includes a first portion that is connected to the wheels, asecond portion that is connected to the adjustable seat supportarrangement and the adjustable handle bar support arrangement, and a hubpositioning arrangement that is configured to allow the first portion ofthe hub to move relative to the second portion of the hub; and

the position locking arrangement includes a hub position lockingarrangement for locking the position of the first portion of the hubrelative to the second portion of the hub.

Concept 55. A position adjusting arrangement according to Concept 54wherein the hub positioning arrangement includes a slidable trackconnecting the first portion of the hub to the second portion of thehub.

Concept 56. A position adjusting arrangement according to Concept 54wherein the second portion of the hub is connected to the first portionof the hub and the hub positioning arrangement is provided by thepivoting of the second portion of the hub relative to the first portionof the hub.

Concept 57. A signal arrangement for use in a vehicle by a vehicleoperator to indicate the intentions of the operator of the vehicle, thesignal arrangement comprising:

a plurality of signaling elements configured to indicate the operator'sintention to continue traveling in a primarily straight-ahead direction.

Concept 58. A signal arrangement according to Concept 57 wherein thevehicle is a human powered vehicle selected from the group of vehiclesconsisting of a bicycle, a tricycle, and a quadracycle.

Concept 59. A signal arrangement according to Concept 57 or 58 whereinthe plurality of signaling elements include a plurality of verticallyspaced apart, upwardly pointing, lighted arrows that are controlled toilluminate in sequence from the lowermost arrow to the uppermost arrowwhen the operator activates the signal arrangement to indicate theintention to continue traveling in the primarily straight-aheaddirection.

Concept 60. A bicycle seat for supporting a bicycle rider on a bicycle,the bicycle seat comprising:

a saddle for supporting the rider when the bicycle seat is attached tothe bicycle, the saddle having a nose portion located at the front ofthe saddle when the seat is attached to the bicycle;

a seat mount having a first end configured to allow the bicycle seat tobe attached to the bicycle and a second end that is pivotally connectedto the saddle such that the seat mount supports the saddle and such thatthe nose portion of the saddle is free to pivot relative to the seatmount when the seat is attached to the bicycle; and

a biasing arrangement connected between the seat mount and the noseportion of the saddle for biasing the nose portion of the saddle into adesired position when the seat is attached to the bicycle, the biasingarrangement allowing the nose portion of the saddle to pivot downwardrelative to the rider when pressure is applied to the nose portion ofthe saddle.

Concept 61. A bicycle seat according to Concept 60 wherein the bicycleincludes a frame and the seat mount includes a seat post for attachingthe seat to the frame, the seat post being slidably connected to theframe to allow the position of the seat to be adjusted relative to theframe.

Concept 62. A collision impact reduction system for reducing the impactforce associated with a collision on a passenger in a passenger carryingvehicle, the collision impact reduction system comprising:

a suspended passenger compartment for carrying at least one passenger,the suspended passenger compartment being supported within the vehiclesuch that the suspended passenger compartment is movable within thevehicle in at least one direction in response to the vehicle collidingwith another object;

at least one shock absorbing mount for supporting the suspendedpassenger compartment within the vehicle, the shock absorbing mountbeing attached between the suspended passenger compartment and anotherportion of the vehicle to dampen the impact force associated with thecollision that is transferred from the vehicle to the suspendedpassenger compartment and passenger in the at least one direction thatthe suspended passenger compartment is able to move within the vehicle.

Concept 63. The collision impact reduction system of Concept 62 whereinthe collision impact reduction system further includes a guide trackthat extends in a longitudinal direction within the vehicle and whereinthe suspended passenger compartment is connected to the guide track suchthat the suspended passenger compartment is movable in the longitudinaldirection.

Concept 64. The collision impact reduction system of Concept 63 whereinthe suspended passenger compartment is connected to the guide track suchthat the suspended passenger compartment may also pivot about thelongitudinal direction of the guide track.

Concept 65. The collision impact reduction system of Concept 62, 63, or64 wherein the at least one shock absorbing mount includes a front shockabsorbing mount and a rear shock absorbing mount, the front shockabsorbing mount being configured to dampen a frontal impact to thevehicle and the rear shock absorbing mount being configured to dampen arear impact to the vehicle.

Concept 66. The collision impact reduction system of Concept 62, 63, 64,or 65 wherein the at least one shock absorbing mount is provided by ashock absorbing mount selected from the group consisting of a shockabsorber, a foam mount, and a polymer mount.

Concept 67. The collision impact reduction system of Concept 62, 63, 64,65, or 66 wherein the suspended passenger compartment includes a rollbar.

Concept 68. The collision impact reduction system of Concept 62, 63, 64,65, 66, or 67 wherein the vehicle includes a steering system having asteering wheel located within the suspended passenger compartment forsteering the vehicle, the steering system being configured to allowmovement of the steering wheel with the suspended passenger compartmentrelative to the rest of the vehicle while maintaining steering controlof the vehicle with the steering wheel.

Concept 69. The collision impact reduction system of Concept 68 whereinthe steering system is a steering system selected from the group ofsteering systems consisting of a steering system having a telescopingarticulated linkage, an electric steering system, a hydraulic steeringsystem, a pneumatic steering system and a magnetically coupled steeringsystem.

Changes and modifications in the specifically described embodiments canbe carried out without departing from the principles of the presentinvention which is intended to be limited only by the scope of theappended claims, as interpreted according to the principles of patentlaw including the doctrine of equivalents.

LISTING OF REFERENCE NUMERALS

-   100 Vehicle-   102 Front Suspension System-   104 Rear suspension System-   106 Main Vehicle Body-   108 Suspended Assembly-   110 Suspended Assembly-   112 Hub Arrangement-   114 Seat Support Arrangement-   116 Handle Bar Support Arrangement-   118 Front Wheel-   120 Rear Wheel-   122 First Suspension Arrangement-   124 First Path-   126 Second Suspension Arrangement-   128 Second Path-   130 Telescoping Shock Absorber-   132 Longitudinal Axis-   134 First End-   136 Second End-   138 Articulated Linkage-   140 First Link-   142 Second Link-   144 Third Link-   146 Fourth Link-   148 First Pivot Point-   150 Second Pivot Point-   152 Third Pivot Point-   154 Fourth Pivot Point-   156 Wheel Hub-   158 Shock Absorber-   159 Pivot Point-   160 Rocker Arm-   161 Pull Link-   162 Pivot Point-   163 Pivot Point-   164 Pivot Point-   166 First Steering Axis-   168 Second Steering Axis-   170 First Suspension Arrangement-   172 First Path-   174 Second Suspension Arrangement-   176 Second Path-   178 Articulated Linkage-   180 First Biasing and Dampening Arrangement-   182 Second Biasing and Dampening Arrangement-   184 First Link-   186 Second Link-   188 Third Link-   190 Fourth Link-   192 First Pivot Point-   194 Second Pivot Point-   196 Third Pivot Point-   198 Fourth Pivot Point-   200 Wheel Hub Motor-   202 Suspension Adjusting Arrangement-   204 Sensor Arrangement-   206 Adjusting Arrangement-   208 Control Arrangement-   210 Crank Assembly-   212 Rotational Drive Transmission Arrangement-   214 Drive Transmitting Articulated Linkage-   216 Driven Member-   218 Driven Member-   220 Drive Member-   222 Drive Member-   224 Rotational Drive Mechanism-   226 Rotational Drive Mechanism-   228 Shifting Arrangement-   230 Selecting Arrangement-   300 Multi-Axis Steering System-   302 Front Wheel Axis-   304 First Steering Arrangement-   306 Second Steering Arrangement-   308 Handle Bar-   310 Outward End-   312 First Handle Bar Steering Axis-   314 Second Handle Bar Steering Axis-   316 Axle-   318 First Bearing-   320 Second Bearing-   322 Opening-   400 Position Adjusting Arrangement-   402 Seat-   404 Position Locking Arrangement-   406 Variable Length Link-   408 First End-   410 Second End-   412 Link Locking Arrangement-   414 Biasing Arrangement-   416 First End-   418 Second End-   420 Pivot Point-   422 Second Pivot Point-   424 Hub Locking Arrangement-   426 First Link-   428 Second Link-   430 Pivot Point-   432 Slidable Track-   500 Rear Suspension Adjusting Arrangement-   502 Vehicle-   504 Frame-   506 Suspended Rear Drive Wheel-   508 Suspension System-   510 Configuration adjusting Arrangement-   512 Activation Arrangement-   514 Crank Set Assembly-   516 Crank Set Rotational Axis-   518 Rear Wheel Axis-   520 Pivoting Member-   522 Pivoting Member Rotational Axis-   524 Suspension Pivot Point-   526 Dampening Arrangement-   528 Sensor Arrangement-   530 Front Wheel-   600 Signal Arrangement-   602 Signal Element-   604 a-c Lighted Arrow-   606 Controller-   608 Additional Lighted Element-   610 Lighted Arrow-   612 Lighted Arrow-   700 Bicycle Seat-   702 Saddle-   704 Nose Portion-   706 Seat Mount-   708 First End-   710 Second End-   712 Biasing Arrangement-   714 Frame-   716 Seat Post-   800 Collision Impact Reduction System-   802 Vehicle-   804 Suspended Passenger Compartment-   806 First Shock Absorbing Mount-   808 Second Shock Absorbing Mount-   810 Guide Track-   812 Longitudinal Direction-   814 Linear Bearing-   816 Additional Shock Absorbing Mount-   818 Passenger Safety Frame-   820 Crumple Zone Structure-   822 Vehicle Body-   824 Roll Bar-   826 Steering System-   828 Steering Wheel-   830 Telescopic Section-   900 Vehicle

The invention claimed is:
 1. A position adjusting arrangement for use ina wheeled vehicle including a seat for supporting a rider, a pluralityof wheels with at least one of the wheels being a steerable wheel, asteering arrangement having a handle bar for allowing the rider tocontrol the steerable wheel, and a main vehicle body for interconnectingthe seat, the plurality of wheels, and the steering arrangement of thewheeled vehicle, the position adjusting arrangement comprising: a hubdefining a portion of the main vehicle body, said hub comprising: afirst portion that is connected to one of the wheels; a second portionthat is connected to at least one of the adjustable seat supportarrangement and the adjustable handle bar support arrangement; and a hubpositioning arrangement that is configured to allow the first portion ofthe hub to move relative to the second portion of the hub; anarrangement for connecting the wheels to the main vehicle body and forconnecting at least one of the wheels to the hub; an adjustable seatsupport arrangement for connecting the seat to the main vehicle body,the adjustable seat support arrangement being movably connected to themain vehicle body; an adjustable handle bar support arrangement forconnecting the handle bar to the main vehicle body, the adjustablehandle bar support arrangement being movably connected to the mainvehicle body; and a releasable position locking arrangement that isreleasable by the rider when the rider is riding the vehicle, theposition locking arrangement being configured to lock relative positionsof the main vehicle body, the adjustable seat support arrangement, andthe adjustable handle bar support arrangement when the position lockingarrangement is not released by the rider, the position lockingarrangement further including a hub position locking arrangement forlocking the position of the first portion of the hub relative to thesecond portion of the hub.
 2. A position adjusting arrangement accordingto claim 1 wherein the vehicle is a human powered vehicle selected fromthe group of vehicles consisting of a bicycle, a tricycle, and aquadracycle.
 3. A position adjusting arrangement according to claim 1wherein; the position adjusting arrangement further includes a variablelength link for connecting the adjustable seat support arrangement tothe adjustable handle bar support arrangement, the variable length linkhaving a first end that is pivotally connected to the adjustable handlebar support arrangement and a second end that is pivotally connected tothe adjustable seat support arrangement; and the position lockingarrangement includes a link locking arrangement for locking the variablelength link at a desired length.
 4. A position adjusting arrangementaccording to claim 1 wherein the adjustable seat support arrangement andthe adjustable handle bar support arrangement are pivotally connected toone another at a same pivot point that they are pivotally connected tothe main vehicle body.
 5. A position adjusting arrangement according toclaim 1 wherein the hub positioning arrangement includes a slidabletrack connecting the first portion of the hub to the second portion ofthe hub.
 6. A position adjusting arrangement according to claim 1wherein the second portion of the hub is connected to the first portionof the hub and the hub positioning arrangement is provided by thepivoting of the second portion of the hub relative to the first portionof the hub.
 7. A position adjusting arrangement according to claim 1wherein each of the plurality of wheels, the seat support arrangement,and the handle bar support arrangement are each pivotally movablerelative to the main vehicle body.
 8. A position adjusting arrangementaccording to claim 1 wherein at least one of the first portion and thesecond portion of the hub is movable relative to the main vehicle body.9. A position adjusting arrangement according to claim 8 wherein the atleast one of the first portion and the second portion is pivotallymovable relative to the main vehicle body.
 10. A position adjustingarrangement according to claim 5 wherein the vehicle is a human poweredvehicle selected from the group of vehicles consisting of a bicycle, atricycle, and a quadracycle.
 11. A position adjusting arrangementaccording to claim 5 wherein: the position adjusting arrangement furtherincludes a variable length link for connecting the adjustable seatsupport arrangement to the adjustable handle bar support arrangement,the variable length link having a first end that is pivotally connectedto the adjustable handle bar support arrangement and a second end thatis pivotally connected to the adjustable seat support arrangement; andthe position locking arrangement includes a link locking arrangement forlocking the variable length link at a desired length.
 12. A positionadjusting arrangement according to claim 5 wherein the adjustable seatsupport arrangement and the adjustable handle bar support arrangementare pivotally connected to one another at a same pivot point that theyare pivotally connected to the second portion of the hub.
 13. A positionadjusting arrangement for use in a wheeled vehicle including a seat forsupporting a rider, a plurality of wheels with at least one of thewheels being a steerable wheel, a steering arrangement having a handlebar for allowing the rider to control the steerable wheel, and a hub forinterconnecting the seat, the plurality of wheels, and the steeringarrangement, the position adjusting arrangement comprising: anarrangement for connecting the wheels to the hub; an adjustable seatsupport arrangement for connecting the seat to the hub, the adjustableseat support arrangement being movably connected to the hub; anadjustable handle bar support arrangement for connecting the handle barto the hub, the adjustable handle bar support arrangement being movablyconnected to the hub; a releasable position locking arrangement that isreleasable by the rider when the rider is riding the vehicle, theposition locking arrangement being configured to lock relative positionsof the hub, the adjustable seat support arrangement, and the adjustablehandle bar support arrangement when the position locking arrangement isnot released by the rider; a variable length link for connecting theadjustable seat support arrangement to the adjustable handle bar supportarrangement, the variable length link having a first end that ispivotally connected to the adjustable handle bar support arrangement anda second end that is pivotally connected to the adjustable seat supportarrangement; and a link locking arrangement for locking the variablelength link at a desired length.
 14. A position adjusting arrangementaccording to claim 13 wherein the vehicle is a human powered vehicleselected from the group of vehicles consisting of a bicycle, a tricycle,and a quadracycle.
 15. A position adjusting arrangement according toclaim 13 wherein the adjustable seat support arrangement and theadjustable handle bar support arrangement are pivotally connected to oneanother at a same pivot point that they are pivotally connected to thehub.
 16. A position adjusting arrangement according to claim 13 wherein:the hub includes a first portion that is connected to one of the wheels,a second portion that is connected to at least one of the adjustableseat support arrangement and the adjustable handle bar supportarrangement, and a hub positioning arrangement that is configured toallow the first portion of the hub to move relative to the secondportion of the hub; and the position locking arrangement includes a hubposition locking arrangement for locking the position of the firstportion of the hub relative to the second portion of the hub.
 17. Aposition adjusting arrangement according to claim 16 wherein the hubpositioning arrangement includes a slidable track connecting the firstportion of the hub to the second portion of the hub.
 18. A positionadjusting arrangement according to claim 16 wherein the second portionof the hub is connected to the first portion of the hub and the hubpositioning arrangement is provided by the pivoting of the secondportion of the hub relative to the first portion of the hub.
 19. Aposition adjusting arrangement according to claim 16 wherein each of theplurality of wheels, the seat support arrangement, and the handle barsupport arrangement are each pivotally movable relative to the hub.